PMA209 2012 Core Avionics Master Plan - NAVAIR - U.S. Navy

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Table of ContentsExecutive SummaryES-1Core Document:Introduction 1Objectives 1Avionics 2Recommended Practices 3Requirements 4Resourcing 5Acquisition 8Application 15Roadmaps 16Appendices:Appendix i Roadmaps and Appendices Introduction A-iAppendix A-1 Information Management A-1Appendix A-2Information Exchange: Line of Sight Communications,Beyond Line of Site Communications, IP Networking A-2Appendix A-3 Navigation A-3Appendix A-4 Cooperative Surveillance A-4Appendix A-5 Flight Safety A-5Appendix A-6 Self Protection A-6Appendix B-1 Acronyms B-1Appendix B-2 Points of Contact B-2Table of Contents 1

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Core Avionics Master PlanExecutive SummaryObjective. A significant portion of Naval Aviation’s forces future tactical advantageswill be achieved through innovative improvements to digital information processing andnetworked exchanges enabled by avionics. Given the current fiscal environment, it ismore critical than ever to maximize such warfighting capability gains by reducing thecosts of fielding and sustaining these systems. The 2012 Core Avionics Master Plan(CAMP) is promulgated by PMA209, Air Combat Electronics, in support of the NavalAviation Enterprise (NAE) mission – "Advance and sustain Naval Aviationwarfighting capabilities at an affordable cost… today and in the future." It is cosponsoredby participating commodity management program offices, including:PMA213, Air Traffic Management Systems; and PMA272, Advanced Tactical AircraftProtection Systems. PMW/A170, Communications Office (including Air NavigationWarfare), and PMA281, Strike Planning and Execution Systems, also contributedrelevant avionics system information. The CAMP presents recommended practicesacross requirements, resourcing and acquisition management that promote affordabilitythrough leveraging, economy of scale, expansion of benefits across multiple usersthrough commonality, faster delivery of new or enhanced warfighting capabilitiesthrough open architectures, improved sustainment and reduced logistics footprint insupport of expeditionary operations. Appendices to this document include capabilityevolution roadmaps that portray the progressive enhancement of avionics systemswarfighting contributions over time. Operational and programmatic compliancemandates are referenced for Navy and Marine Corps program managers to use intailoring their platform Flight Plans.Core Avionics. Core avionics encompass those systems that provide the core set offunctionalities that are fundamental to aviation. Their contributions can be organized intothe following capability areas: Information Management – planning, processing, encryption, display Information Exchange – voice, data, imagery, video, tactical networks Navigation – position, velocity, altitude, attitude and time (en-route and approach) Cooperative Surveillance and Combat Identification – battle-space management Flight Safety – collision/terrain avoidance, parameter recording, health monitoring Self Protection – threat sensors and defensive countermeasuresRecommended Practices. Naval Aviation development, procurement andsustainment resources are becoming increasingly limited. Resources spent onduplicative system development efforts, independent modernization of unique solutionsand redundant logistics infrastructures reduce the overall warfighting capability that canbe provided to the Combatant Commanders. Stove-piped uniqueness of systems withlike functionalities results in competition between platforms for funds to cover the sameincremental improvements. Expeditionary forces need to reduce deployment footprintsto remain agile and increase cross-platform interoperability. Commodity-based programoffices, requirements officers and resource managers have been purposefullyestablished across the NAE to capture efficiencies by optimizing centralizedmanagement and commonality in product solutions. Recommended best practicesdescribed in this document are intended to achieve efficiencies across the threeprincipal NAE management arenas. Each of the recommended processes is built uponexisting formal instruction guidance or policy.Executive Summary CAMP 2012 ES-1

Core Avionics Master PlanRequirements: Use the USN Naval Aviation Requirements Group (NARG) and USMC OperationalAdvisory Group (OAG) processes to identify and prioritize core avionicsrequirements according to collective need and benefits. Where possible, leverage existing Service or Joint capability documents toaccelerate formal requirement establishment. Use commodity capability evolution roadmaps and platform flight plans to align thetiming of pursuit and integration of avionics-based capabilities across platforms. Define requirements in terms of warfighting capabilities necessary to accomplish aplatform mission in support of Combatant Commander strategic objectives.Resourcing: Use road-mapping processes to conduct cross-platform and commodity officeexchanges to enable collective resourcing for broader benefits. Ensure issues with application across multiple platforms are coordinated withcommodity program offices, OPNAV N98 and HQMC APW73. Utilize alternative avionics resourcing opportunities between Program ObjectiveMemorandum (POM) budget cycles, including:o Logistics Engineering Change Proposals (LECPs)o Value Engineering Change Proposals (VECPs)o Mid-year reprogrammingo Supplemental fundingAcquisition: Prominently factor commonality, standardization, interoperability, supportability andaffordability during development of new capability solutions or enhancements. Leverage established solution development, maturity and lessons learned.Coordinate deliberate convergence toward common products/families of systems. During program baseline assessments, use the NAVAIR Commonality OpportunityReview Process (CORP) process to analyze alternative solution logisticsfootprints, modernization costs and sustainment life cycle cost and supportimpacts. Base assessments on the impacts to the entire Enterprise rather than tojust the individual platform. Employ Open Systems Architecture (OSA) in hardware and software designs.Adhere to collective interoperability standards and protocols in order to controlfuture modification costs. Design future platforms and evolve current platformprocessing architectures toward a FACE (Future Airborne CapabilitiesEnvironment) Open Application Interface configuration that allows systems andsoftware to be integrated without requiring full mission profile regression testing.Executive Summary CAMP 2012 ES-2

Core Avionics Master Plan Ensure that Performance-Based Acquisition and Logistics (PBA, PBL) contractscan effectively and affordably leverage common product upgrade opportunities,whether they involve Government or other vendor Commercially FurnishedEquipment. Work to eliminate unique interfaces and proprietary ownership. Consider using PMA209’s government based Avionics Capability IntegrationSupport Team (ACIST) as an alternative to the prime vendor for Lead SystemIntegrator (LSI) activities involving avionics systems. Establish pro-active sustainment teams to anticipate and mitigate obsolescenceand Diminishing Manufacturing Sources and Material Shortages (DMSMS)operational impacts and cost burdens.Application and Utilization. CAMP 2012 is intended to be used as a tool by allplatforms and other commodity capability providers across Naval Aviation. Therecommended practices do not diminish Program Manager (PM) authority. It isunderstood that the efficiencies and benefits of commonality and centralizedmanagement do not always present the best acquisition strategy. Unique solutionsshould be pursued when there are operational imperatives that require immediateindividual capability fielding, as determined by OPNAV and HQMC. They may also beappropriate if the single platform force level warfighting contribution gains justify theincreased costs of independent life cycle sustainment, or the loss of potentially broaderEnterprise benefits.The roadmaps and accompanying narratives are intended to provide platformoffices situational awareness of avionics enabled capability growth and expected time ofmaturity. The descriptions are high level, but should provide enough detail to enable thereader to determine relevance for their particular mission sets. In order to achieve theseobjectives, leaders across Naval Aviation requirements, resourcing and acquisition arestrongly encouraged to employ the processes and strategies described in thisdocument.Executive Summary CAMP 2012 ES-3

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I. INTRODUCTION.Core Avionics Master PlanThe 2012 Core Avionics Master Plan (CAMP) is promulgated by PMA209, AirCombat Electronics Program Manager (PM) for Naval Aviation, in support of the NavalAviation Enterprise’s (NAE) mission – “Advance and sustain Naval Aviation warfightingcapabilities at an affordable cost… today and in the future.”. It is co-sponsored byparticipating commodity management program offices, including: PMA213, Air TrafficManagement Systems; and PMA272, Advanced Tactical Aircraft Protection Systems.PMW/A170, Communications Office (including Air Navigation Warfare), and PMA281,Strike Planning and Execution Systems, also contributed relevant avionics systeminformation.Managers are strongly encouraged to apply practices recommended in thisplan during requirements generation, development of acquisition strategies, andpreparation of resourcing requests.The CAMP is designed to serve as a strategic planning tool to promote awarenessof enhanced warfighting contributions enabled by evolving avionics systems. It identifieshigher authority compliance mandates, systems inter-dependencies and advancingtechnological opportunities that program managers can leverage when developing theirplatform and weapons systems capability roadmaps or flight plans.Naval Aviation EnterpriseUsersCommanderNaval AirForcesDirects &MonitorsRequirementsII. OBJECTIVE.ExecutesRequirementsThe FleetProvidersNAE Leadership relationships.FundsRequirementsOPNAV N98HQMC DC/AN88, N43,ResourcersN82Naval Aviation is at a crossroads with respect to affordability of technologicaladvancements and capability evolution. Every possible efficiency must be achieved tomaximize our ability to procure desired future force structure and simultaneouslymaintain current inventory operational readiness and relevance. Aircraft warfightingcapability enhancements are increasingly dependent upon the platform’s avionicsarchitecture, which directly affects its ability to rapidly and affordably modify hardwareand software. Platform interoperability is critical to enabling Naval Aviation forces tocollaboratively perform Joint Operations in support of Combatant Commanderobjectives. With the high costs associated with modern software-driven digital systems,we can no longer afford to independently modify or logistically manage multiple uniquesystems that deliver similar functions. The 2012 Naval Aviation Vision’s principles ofplatform Type/Model/Series (TMS) reduction should be applied down to the systemlevel. Effective utilization of this document can help enable that transformational step.Core Section CAMP 2012 1

Core Avionics Master PlanIII. AVIONICS.A. Core Avionics. Core avionics include those electronic systems that providefunctionalities in support of the fundamentals of flight (aviate, navigate, communicate),as well as flight safety, platform survivability, and information management in support ofindividual and collaborative mission accomplishment. When they have applicationacross multiple platforms, avionics can be considered ‘common’ or ‘commodity’systems. In this master plan, core avionics are divided into the following functionalcapability areas: Information Management – planning, processing, display Information Exchange – voice, data, imagery, video, tactical networks, encryption Navigation – position, velocity, altitude, attitude and time (en-route and approach) Cooperative Surveillance and Combat Identification – battle-space management Flight Safety – collision/terrain avoidance, parameter recording, health monitoring Self Protection – threat sensors and defensive countermeasuresB. Unique Avionics. Unique avionics include those systems that enable a capabilitythat is specific to a particular platform. In some cases there are no other platforms thatperform that mission task. In other cases these are solutions whose design factors areso unique that they could not be practically integrated into other aircraft, such as withthe E-2 radar. Although CAMP 2012 is scoped to focus on core systems, many of thestrategies and practices described in this plan can also be applied to unique systems.Unique avionics can be grouped into the following functional capability areas: Sensors – radars, radio frequency, infrared, optical, ‘listening’ systems Ordnance Controllers – weapons arming and release Offensive weapons systems – lasers, jammers Specialized data links – Intra-community Intel/Surveillance/Reconnaissancetransceivers and wave forms, unmanned aircraft flight control signals Classified SystemsC. Avionics Relevance. Core avionics manage information, provide situationalawareness and enable decision-making to execute all missions, whether they aretraining, transport or combat related. The following evolving avionics enabledcapabilities will transform air warfare to meet Naval Aviation Vision 2030 goals. Inter-platform Digital Interoperability for Networked Warfare Secure Combat Identification (CID) Blue Force Situational Awareness (BFSA) Secure, GPS-based en-route, precision and non-precision approach navigation Unrestricted global access through foreign and domestic civil airspaces Multi-level, secure communications and information exchange Military Flight Operations Quality Assurance (MFOQA) for safety/proficiency Condition-Based Maintenance (CBM)Core Section CAMP 2012 2

IV. RECOMMENDED PRACTICES.Core Avionics Master PlanWith limited resources available to balance current and future readiness, NavalAviation cannot afford to pay for independent development or separate and discretemodification of core avionics over every platform’s life cycle. The Fleet cannot affordduplicative overhead costs of multiple unique systems that address a similarfunctionality. The acquisition workforce must work to capture overhead efficiencies thatreduce their costs of doing business. The Secretary of Defense (SECDEF) andChairman of the Joint Chiefs of Staff (CJCS) recently instituted a comprehensiverevision of the requirements generation process and acquisition managementinstructions. In order to provide the greatest aviation system capabilities and warfightingbenefits for the dollars available, this master plan presents recommended practices foreach realm of the NAE triad.A. Requirements. Requirements are capability needs identified (generated) bywarfighters and formally documented using processes prescribed in CJCS Instruction3170.01F, Joint Capability Integration and Development System (JCIDS). Solutions tosatisfy requirements are developed, fielded and sustained by acquisition programmanagers. Funds to cover solutions development, fielding and sustainment areallocated by Navy OPNAV and Marine Corps Deputy Commandant, Aviation (DC/A),resource sponsors. When Fleet operators first identify specific mission capability gaps,they are not constrained by resource limitations. Fiscal realities are applied later duringissue prioritization in the programming and budgeting phases of budget building.Leaders are encouraged to apply the following recommended requirementsidentification and documentation practices to promote efficient fielding and sustainmentof capabilities enabled by core avionics.1. Use the USN Naval Aviation Requirements Group (NARG) and USMCOperational Advisory Group (OAG) processes to identify and prioritize coreavionics requirements according to collective need and benefits. In response tothe Fleet Forces Command (FFC) Requirements office call for more standardization inFleet requirements identification, the aviation Type Commander (TYCOM), Naval AirForces (CNAF), promulgated CNAF Instruction 3025.1. It establishes methodologiesand guidance for aviation requirements identification and prioritization. This documentwas updated in December 2011. It outlines roles, responsibilities and processes forconducting NARG events, which replaced the former Navy OAGs. The Marine Corpscontinues to use the OAG process, but directly interfaces with the NARG process. Theinstruction establishes both Platform NARGs and Enabler NARGs.Common Avionics, Cooperative Surveillance and Airborne Electronic WarfareEnabler NARGs are held prior to Platform NARG and OAG meetings. A Marine CorpsAvionics Officer serves as the CNAF N8 Common Avionics Requirements Officer, andchairs the Common Avionics Enabler NARG and Executive Steering Committee (ESC)events. Platform community representatives are invited to the Enabler NARGs. Theyare briefed on avionics-enabled capability areas to help understand solution maturity,operational relevance and timing of applicable deadlines. They also collaborativelydevelop tailored recommended priority lists of commodity system enabled requirements.Core Section CAMP 2012 3

Core Avionics Master PlanPlatform NARG and OAG attendees review the Enabler NARG recommendedpriority lists at their platform events and formally report concurrence or changes to therecommendations. Each Enabler NARG ESC then collates the Platform NARG andOAG responses and builds a collective (Enterprise-perspective) priority list that ispresented to the TYCOM Priority Panel (TPP). The TPP uses those lists to generate theTYCOM Priority List (TPL), which is used to influence the Aviation Sponsor’s ProgramProposal (SPP) budget build. Marine Corps Platform OAG results are also provided tothe Headquarters Marine Corps (HQMC) Aviation Weapons Systems RequirementsBranch (APW) Council of Colonels, which prioritizes issues for budget consideration.Platform community leaders are strongly encouraged to send experiencedoperators who are familiar with their mission sets to the Enabler NARG events. Whenpossible, it is best if these same personnel are available to carry what they learn at theEnabler NARG event to the Platform NARG or OAG event. This allows avionics-enabledcapability growth to be championed by a community member, rather than thecommodity system managers. Except for safety systems, which are mandated byOPNAV and DoD instructions, there are no formal requirements to field avionicssystems per se. The requirement comes in the form of the operational missioncontribution that a platform performs with the capability enabled by the avionics.Therefore, all requirements for avionics must be sponsored by Fleet (platform) users.The Enabler NARG process provides a vehicle to align that sponsorship.Dec - Feb Mar - Jun Jul - Aug Aug - Oct Dec - JanCommonAvionicsEnablerNARGUSNPlatformNARGTop 5PlatformIssuesCNAFN8CNAFTYCOMPriority PanelCNAFTYCOMPriority ListRecommendedAvionics Priority ListsPlatformTop 5AvionicsIssuesAvionicsESCTop 5 FleetAvionicsIssuesOPNAVN98 PRRBriefsN98Rack &StackFlag LevelInvestmentPrioritiesConferenceFleetFeedUSMCPlatformOAGTop 5PlatformIssuesHQMCAPWAPWCouncil ofColonelsDCARack &StackAviationSponsor’sProgramProposalCommonAvionicsUSN PlatformUSMC PlatformAcquisitionAlignmentPMA209 ACEPlatform PMAsCommon &Platform ROsAcquisition FeedACE = Air Combat ElectronicsNARG = Naval Aviation Reqts GroupOAG = Operational Advisory GroupESC = Executive Steering CommitteeCNAF = Commander Naval Air ForcesOPNAV = CNO OfficesDCA = Deputy Commandant AviationAPW = HQ USMC Aviation Pgms WepsPRR = Program Requirement ReviewsFLIP = Flag Level Investment PrioritiesSPP = Sponsor’s Program ProposalCore Avionics Issue Capture Process.Core Section CAMP 2012 4

Core Avionics Master Plan2. Where possible, leverage existing Service and Joint capabilitydocuments to accelerate formal requirement establishment. The JCIDS instructionlays out the procedures for analyzing identified capability deficiencies and formallydocumenting them in Initial Capability Documents (ICDs), Capability DevelopmentDocuments (CDDs), and Capability Production Documents (CPDs). In the MarineCorps, capability needs can also be documented by Joint Urgent Operational Needs(JUONs) and Universal Needs Statements (UNSs) or Urgent UNS (UUNS). JointCapability Documents (JCDs) are required to be established in order to initiateacquisition programs and apply resources to field and sustain solutions. There are fewcapabilities that have not already been outlined in JCDs in at least one of the militaryServices. Platform and commodity managers pursuing new programs or spiral upgradesare encouraged to leverage existing JCDs to accelerate program initiation. OPNAV N98has personnel assigned to assist with review of existing JCDs, as well as developmentand staffing of new ones.3. Use commodity evolution roadmaps to align the timing of pursuit andintegration of avionics-based capabilities across platforms to enable collectiveresourcing and broader benefits. Requirements are generated when threats change,tactics change or new mission creates a capability gap. Avionics solutions can addressmany of those requirements. This document speaks to ‘core’ solutions that apply tomost platforms. The roadmaps presented in the appendices of this document aredivided into the core capability areas shown in Section III above. The timelines foractivities in the capability sub-elements portray when enhancements are beingdeveloped and are expected to be mature, based upon technology growth andprogrammatic preparation time. Platform requirements officers and program managersare recommended to use these roadmaps to create their capability roadmaps and flightplans so that they may align with planned avionics capability enhancements as well asother platform initiatives to deliver broader collective benefits and improvedinteroperability across the enterprise.4. Define requirements in terms of warfighting capabilities necessary toaccomplish a platform mission in support of Combatant Commander strategicobjectives. DoD leadership has outlined future warfighting capability objectives in JointVision 2020. The Navy Aviation Plan 2030 (NAvPlan) and Marine Corps Aviation Plan(Marine AvPlan) list more detailed objectives for Naval Aviation warfighting capabilities,including more detailed definition of future force structures. The ultimate customers forcapabilities enabled by core avionics are not necessarily the platform communities, butthe COCOMs who apply their mission sets in Joint operations. Clear explanation of thespecific tactical application is essential in the budgeting prioritization process. Proposedissue costs are built upon programmatic aspects, but resource allocation prioritizationdecisions are primarily based upon criticality of operational capability gaps andwarfighting benefits. For example: funds are not required to ‘integrate SATCOM;’ theyare required to ‘enable platform X to conduct over the horizon tactical informationsituational awareness exchanges in order to perform long range expeditionaryoperations in support of Joint Command and Control objectives.’Core Section CAMP 2012 5

Core Avionics Master PlanB. Resourcing. During the Programming phase of the Planning ProgrammingBudgeting and Execution (PPBE) process, the OPNAV N98 and DC/A aviationresourcing offices host Program Requirements Reviews (PRRs) and Council ofColonels review for all platform and commodity program offices. Resource allocationdecisions are based upon issue criticality, urgency of need (timing), depth ofcontributions to JCAs and affordability. Leaders are encouraged to apply the followingrecommended practices to support effective and affordable resourcing of core avionicsenabled capabilities.1. Use road-mapping processes to conduct cross-platform and commodityoffice exchanges during budget issue preparation. The commodity systemroadmaps presented in the CAMP differ in format from platform roadmaps or flightplans. They characterize evolving states of maturity of core capability enablers; whereasflight plans represent time-phased strategies to budget for and incorporate missioncapability enhancements. Each entry on the CAMP roadmaps is backed up with adescriptive paragraph in the appendix that provides enough detail for users to determinewhether or not that element has operational relevance to their mission set. Since theseroadmaps address core systems, most elements will have application to all aircraft. Thisenables multiple platforms to collaborate and collectively present packaged resourcerequests that deliver broad benefits. The collective approach is usually more costeffective than several stove-piped initiatives because redundant infrastructure elementsare eliminated. Even more importantly, the issue gets stronger traction with collectiveadvocacy versus when it is competed between independent presenters.The Naval Aviation Center for Rotorcraft Advancement (NACRA) has beenchartered by DC/A and Program Executive Office, Air ASW, Assault and SpecialMissions Programs [PEO(A)], to leverage Joint Service initiatives to streamlineintegration of capability enhancements. One of NACRA’s functions is to facilitatealignment of standardized platform roadmap formats with commodity roadmaps toenable improved cross-talk and consistency in requirements issue characterization.They are also working to standardize vertical lift platform program office “BattleRhythms” for building budget submits.2. Ensure issues with application across multiple platforms are coordinatedwith commodity program offices, OPNAV N98 and HQMC APW73. The commodityprogram offices (PMA209 Air Combat Electronics, PMA281 Mission Planning andPMA272 Advanced Tactical Aircraft Protection) should be directly involved in platformpreparation of issues that are enabled by their core systems. OPNAV N98 and DC/APOM serial guidance has encouraged platform managers to pursue such exchangeswhen preparing issue sheet budget requests for the PRRs and Council of Colonels.OPNAV N98 and APW-73 Requirements and Action Officers are directed to presentrollups of commodity capability issues across the platforms. This enables the resourcesponsors to understand the overall costs, efficiencies and benefits of commodityenabled capabilities as they apply across the NAE. Coordination of core capabilityissues with OPNAV N98 and APW73 allows individual platforms to leverage momentumof collective enterprise-level benefits and promotes interoperability. Resource sponsorsunderstand that rolled-up issue representations show a higher cost, but the total cost isless than the sum of several independent solutions.Core Section CAMP 2012 6

Core Avionics Master Plan3. Leverage alternative avionics resourcing opportunities. A program officemay not have a program element or funding stream to address emerging avionicscomponent issues, particularly when they come in the post-production sustainmentphase. With the pace of technology rolls and obsolescence with digital systems, issuespop up that cannot be addressed in a timely fashion using the PPBE process.Component issues usually do not successfully compete for internal resources againstmajor platform-specific mission systems, weapons upgrades or airframe integritysustainment issues. Components that are centrally managed are more likely to haveactive resources for modernization/improvements as they evolve because they canleverage research and development available in new platform funding lines.Independent platform appeals for resources to modernize in order to increase reliability,reduce sustainment costs or avoid obsolescence supportability train wrecks may bemore challenged to achieve Returns on Investments (ROI) because the fixes will affecta smaller inventory or repair demand. Common systems have broader application ofmodernization or upgrade benefits. The following programs and processes offeralternative resourcing options.(a). Navy Supply Systems Command (NAVSUP) Logistics EngineeringChange Proposal (LECP). The NAVSUP (formerly known as NAVICP) WeaponsSystems Support (WSS) department provides support to common systems programs atNAVAIR. The NAVSUP Buy Our Spares Smart (BOSS III) program (NAVSUPINST4105.1A) continually reviews candidate proposals to fix problematic repairablecomponents. The program focuses on supply management cost reductions and seeksto achieve an aggregate ROI across all initiatives of two to one over seven years (fiveyears after the new unit is fielded). If a submission is approved by the review board,NAVSUP Navy Working Capital Funds (NWCF) can be applied for both Non-RecurringEngineering (NRE) and procurement funding. (Visit https://www.navsup.navy.mil).(b). DoD Value Engineering Change Proposal (VECP). Federal AcquisitionRegulation (FAR) law and the DoD FAR Supplement prescribe Value Engineeringclauses to be included in prime vendor contracts. FAR Section 52.248-1 outlines twoalternatives in which the vendor or Government sources can fund productimprovements to achieve savings or cost avoidances. The DoD 4245.8-H ValueEngineering Handbook delineates proposal procedures and presents sharing ratiosdescribing how savings are distributed between the vendor and the affected userprogram. Additional information is available at http://rtoc.ida.org/ve/ve.html.(c). Mid-year reprogramming. PEO’s analyze their program offices’ fundingexecution throughout the year. Dynamics of acquisition management createopportunities to redirect resources to address emergent critical issues. Well-definedavionics solutions that address currently critical problems may compete for theseresources if they are in a position for rapid funds obligation. Solicitations for candidateinitiatives are usually promulgated through Engineering Class Desk channels.(d). Supplemental Funding. Overseas Contingency Operations (OCO)operations erode equipment inventories and highlight poor component performance.The NAVAIR War Council reviews applications and allocates supplemental funds toaddress emergent Fleet war-fighting requirements and sustain a posture of combatreadiness within the NAE. OCO funds are expected to end in fiscal year 2013 or 2014.Core Section CAMP 2012 7

Core Avionics Master PlanC. Acquisition. Acquisition management is performed by the “Provider” element ofthe NAE triad. NAVAIRSYSCOM develops, delivers and sustains system solutions forthe Fleet users. DoD Transformation has driven significant revision of the DoD andSecretary of the Navy (SECNAV) 5000 series acquisition instructions. Policies anddirection now more directly align with JCIDS processes to focus on support for theCOCOMs. DoDI 5000.02 also presents a framework for Evolutionary Acquisition, whichis described as the preferred strategy for rapid acquisition of mature technology for theuser. PMs have ultimate responsibility for cradle to grave management of their weaponssystems. Recommended practices presented in CAMP 2012 are built upon existingacquisition policies that support defined NAE objectives.Defense Acquisition Management System, Dec 2008.The following acquisition guidance covers processes and practices that supportCAMP 2012 and Naval Aviation leadership objectives.SECNAVINST 5000.2E (para. 2.4.6.5. Standardization and Commonality) states:“Common systems can provide efficiencies that include inherently greaterinteroperability, lower total ownership costs, improved human performance, consistentand integrated roadmaps for system evolution, and planned dual-use functions.Acquisition strategies shall identify common systems integrated into the acquisitionprogram.”SECNAVINST 5000.2E (para. 5.4.1 Weapon System Analysis of Alternatives)states: “The cognizant program executive officer (PEO), SYSCOM commander anddirect reporting program manager (DRPM), or ASN(RD&A), and Chief of NavalOperations (CNO) and Commandant of the Marine Corps (CMC), but not the PM, shallhave overall responsibility for the AoA which shall be conducted per the guidanceprovided in reference (a). The CNO and CMC, or designee, as supported by theanalysis director, shall propose the AoA study guidance for pre-ACAT IC, IAC, II, III, IVprograms and an AoA study plan for all pre-ACAT programs in coordination with an AoAintegrated product team (IPT), under the overall guidance of the AcquisitionCoordination Team (ACT) where established. Common systems shall be included asone of the alternatives when one may provide the needed capability.”Core Section CAMP 2012 8

Core Avionics Master PlanSECNAVISNT 5000.2E (para. 6.1.9.2. Standardization and Commonality) states:“PMs shall seek and employ DON Enterprise-wide commonality to reduce theproliferation of non-standard parts, material and equipment within and across systemdesigns. The process shall include the periodic evaluation of different items havingsimilar capabilities, characteristics, and functions used in existing type, model, seriesand class designs to reduce the number of distinct items.”ASN RDA Memorandum (23Dec04. Horizontal Systems Engineering) states:“Cross-platform commonality is difficult to reconcile with requirements and schedules inour normal vertical management of acquisition programs. It becomes furthercomplicated when we delegate decisions on modularity and families of systems to primecontractors, who will understandably optimize for their particular business models ratherthan ours.” This memorandum established Executive Committees to “makerecommendations and action assignments to develop architectures, roadmaps andimplementation plans to increase commonality” and to “seek opportunities forEnterprise-wide commonality in hardware and software modules.”Leaders are encouraged to apply the following recommended practices topromote efficient acquisition and fielding of core avionics-enabled capabilities.1. Prominently factor commonality, standardization, interoperability,supportability and affordability during development of new capability solutions orenhancements. Component commonality can enable the following benefits:Avoidance of duplicative research and development investmentsAvoidance of duplicative sustainment management and upgrade effortsReduced acquisition staffingEconomy of scale in procurementIncreased competition by Industry interest (larger contracts)Fewer logistics tails and reduced logistics overheadReduced spares requirements and smaller inventory footprintsIncreased applicability of upgrades and enhancementsIncreased interoperabilityProgram management and operational employment successes achieved with theARC-210 radio and other common system solutions can be emulated across other coreproducts. In early phases of system design or modification efforts, PMs should assesspotential benefits and risks of developing a new system against tailored application of aknown solution. Unique solutions may appear more attractive in the near term becausethey usually have fewer dependencies and allow more direct control of resources.However, unique solutions can also present significant modernization and sustainmentchallenges over the remaining life cycle when they have to be independently funded.There are compelling cases when a unique solution is appropriate. Justifications fordecisions to proceed with unique solutions should be formally recorded for MilestoneDecision Authority (MDA) approval in Acquisition Strategy (AS) and Acquisition ProgramBaseline (APB) documents.Core Section CAMP 2012 9

Core Avionics Master Plan2. Leverage established solution development momentum, maturity orlessons learned. Coordinate deliberate convergence toward common products orfamilies of systems. The DoD 5000 series directs that Doctrine, Organization,Training, Materiel, Leadership, Personnel, and Facilities (DOTMLPF) reviews will beconducted to determine if a capability gap can be addressed without a materiel solution.When a materiel solution is called for, it then directs that Commercial Off the Shelf(COTS) solutions be explored first. Similarly, existing military solutions should bereviewed for applicability before pursuing a new solution.Benefits achieved with deliberate convergence (necking down) of Navy helicopterTMS came not only from eliminating several unique airframe sustainmentinfrastructures, but also from reductions of many unique component sustainmentinfrastructures. The cost avoidances achieved freed resources to enable more systemenabledcapability integration. Additionally, even though the two remaining variantshave different mission sets, they were purposefully designed to achieve efficienciesfrom commonality in their core avionics systems.Navy Helicopter TMS neck-down efficiencies.Similar efficiencies can be captured by applying these deliberate convergenceprinciples at the system component level across other existing platforms.TMS uniqueComm Nav DisplayComm Nav DisplayComm Nav DisplayFamilies oflike coreSystemAvionicsComm Nav DisplayComm Nav DisplayComm Nav DisplayComm Nav DisplayComm Nav DisplayCommsNavDisplaysXpndrsEWSafetyPotential USMC Assault Support deliberate convergence efficiencies.Core Section CAMP 2012 10

Core Avionics Master PlanThe following graphic presents an example of resourcing efficiencies that have beenachieved through centrally managed integration of Air Traffic Control interface systems.Independent versus leveraged costs for integration of Air Traffic Control functionality.1110987654321Platform 5Platform 4Platform 3Platform 2Platform 1$MR&D Procurement SustainmentLife-cycle costs ($M) for 5 platformsindependently integrating Mode S111098CH-46EC/MH-53EE-2CC-2AP-3C76$ M54321R&D Procurement SustainmentActual life-cycle costs ($M) for 5 platformsleveraging centralized integration of Mode SEstablished program modernization upgrades and capability enhancementsshould also leverage prior efforts or established solutions whenever practicable. Theroadmaps presented in this document identify what evolutionary capability steps arealready being developed in avionics enabling systems and when they are expected tobe fielded. If the timing of those advancements can meet platform mission needs andmodification schedules, existing momentum and funding can accelerate integration.PMA209 also serves as the Naval Aviation representative to the Joint ServicesRequirements Committee (JSRC), which is chartered to leverage accomplishments andpromote commonality across the Services.3. During program baseline assessments, use the NAVAIR CommonalityOpportunity Review Process (CORP) process to analyze alternative solutionlogistics footprints, modernization costs and sustainment life cycle impactsacross the full life cycle, and to the Enterprise rather than to the individualplatform. NAVAIRINST 5000.25 (CORP) was established to maximize cost-wiseresource allocation decisions across the NAE, as well as to promote interoperability andreduce deployment logistics footprints. CORP projects are executed by NAVAIRProgram Office, Program Executive Officer (PEO) staff and Competency personnelusing standardized procedures, templates and checklists that enable business caseanalyses and analysis of alternatives based upon factual data. The process enablesquantitative assessment of common versus unique system costs and benefits over thelife cycle and across the NAE. It is intended to be applied prior to requests for fiscalresources or program initiation. The CORP Handbook identifies process details,timelines, roles and responsibilities and deliverables.Core Section CAMP 2012 11

Core Avionics Master Plan4. Employ Open Systems Architecture (OSA) in hardware and softwaredesigns. Adhere to collective interoperability standards and protocols in order tocontrol future modification costs. Design future platform and evolve currentplatform processing architectures toward an Open Application Interfaceconfiguration (FACE Future Airborne Capabilities Environment) that allowssystem software to be integrated without requiring full mission profile regressiontesting.SECNAVINST 5000.2E. (para. 2.4.6.1. Strategy and para. 6.1.4. OpenArchitecture) states: “Naval open architecture precepts shall be applied across theNaval Enterprise as an integrated technical approach and used for all systems,including support systems, when developing an acquisition strategy.”Recent executive committee and task force analyses have identified platformarchitectural and software diversity as the most significant cost driver of Naval Aviationcapability evolution. Software code modifications for single function integration, such asMode S or Mode 5, are estimated to run into the tens of millions of dollars per platform,even if the host component was previously integrated with hooks to enable growth.Although Joint Technical Architecture (JTA) mandates are being complied with, somesystems still have proprietary code or design issues that prevent leveraging upgradesdeveloped for like systems. Truly open architecture should allow open interface withnew technology, COTS products and Non-Developmental Item (NDI) solutionsirrespective of the specific provider source. Commercial personal computing andtelecommunications products have achieved this construct with operating systemsoftware and peripheral devices. NAVAIR program management can help drive thisnecessary shift in the aviation and avionics industry.Interface with standardized protocols does not fully cover the “Open” part of theOpen Architecture equation. Most of our platforms do not have computer architecturesthat are configured to allow rapid and reduced cost integration of new capabilitiesbecause all new software gets directly hosted by the main Operational Flight Profile(OFP) or operating system software. Constant changes to the core software to enableinterface with new applications quickly saturates processing capacity. If the architectureis not structured to practically upgrade to more processing or memory storage capacity,the platform can reach a condition of functional obsolescence. The application interfacepoint design can mitigate the capacity issue by separating application integration fromthe OFP core software. Many future capabilities will be integrated into platforms viasoftware. The combined costs of required near term communications upgrades, datalinkintegrations, GPS waveforms and encryption corrections make the case for deliberateconvergence to a common application interface management structure.Both OPNAV and DC/A strongly endorse development and integration of FACEarchitectures in Naval Aviation platforms. A FACE construct (bypassing full OFPregression testing) can be achieved without replacing the current mission computer byusing a modular or partitioned processing design, or distributed processing managed inother components, such as recorders, moving maps or even digital flight instrumentsand displays. Once the FACE architecture is in place, multiple users will be able to takeadvantage of centrally developed applications, more like the open applications librarymodel currently employed in smart phones and personal computers.Core Section CAMP 2012 12

Core Avionics Master PlanIn 2010, PMA209 led the establishment of a FACE consortium made up ofindustry representatives and military aviation stakeholders. Their job includeddevelopment of common standards and protocols for the computing environment. InJanuary 2012, the first FACE standard was published. This protocol will enable simpler,faster and more affordable integration of components and software enabled capabilities.Common standards will benefit platform capabilities by allowing more competitionacross industry, which brings down price and expands innovation across a broaderprovider base. It will also enable government entities to more directly provide andcontrol capability enhancements. FACE standards should be used for new avionicsdevelopments and analyzed for feasibility during system modifications or upgrades.5. Ensure that Performance-Based Acquisition and Logistics (PBA, PBL)contracts can effectively and affordably leverage common product upgradeopportunities, whether they involve Government or other vendor CommerciallyFurnished Equipment. Work to eliminate unique interfaces and proprietaryownership.DoD Directive 5000.1 (E1.16) states: “To maximize competition, innovation, andinteroperability, and to enable greater flexibility in capitalizing on commercialtechnologies to reduce costs, acquisition managers shall consider and useperformance-based strategies for acquiring and sustaining products and serviceswhenever feasible. For products, this includes all new procurements and majormodifications and upgrades, as well as re-procurements of systems, subsystems, andspares that are procured beyond the initial production contract award.”SECNAVINST 5000.2E (para. 2.4.7. Support Strategy) states: “PBL is thepreferred support strategy and method of providing weapon system logistics support.”In a performance-based acquisition or logistics construct, increased profitmotivates the provider to improve performance and reduce cost. The vendor isempowered to implement engineering changes without waiting for Government officesto identify and provide (unplanned and un-programmed) resources. Sustainmentstrategies should utilize the best public and private sector management capabilities andincorporate effective government and industry partnering initiatives. Effectiveperformance-based contracts require comprehensive planning using a full life cycleperspective. Unless properly structured, single point ownership of the weapon systemmay drive unique design work (or additional pass-through costs) when trying to upgradecore commodity systems, regardless of whether they are Commercially FurnishedEquipment (CFE) or Government Furnished Equipment (GFE). Care should be taken toavoid a contractual situation where the government is charged a premium or isprohibited from capitalizing on common or commodity system upgrades. In any case, aBusiness Case Analysis (BCA) should be conducted to compare alternative productsupport strategies and determine the best value solution for the government. The DoDProduct Support BCA Guidebook (issued April 2011) provides guidance for performingBCAs. The guidebook and additional supporting information can be found athttp://www.acq.osd.mil/log/mr/library.html.Core Section CAMP 2012 13

Core Avionics Master Plan6. Consider using PMA209’s government based Avionics CapabilityIntegration Support Team (ACIST) as an alternative to prime vendor for LeadSystems Integrator (LSI) activities involving avionics. PMA209’s ACIST programserves as the Lead Systems Integrator for Communications Navigation Surveillance /Air Traffic Management (CNS/ATM) functionalities. Their efforts have providedenhanced glass cockpit upgrades to fixed wing and rotary wing, Navy, Marine Corpsand US Coast Guard aircraft. They heavily leverage prior efforts to significantly reducecosts of subsequent integrations. Their software re-use exceeds 90 percent, whichpromotes more commonality and interoperability between the platforms. They have alsodesigned the civil functionality upgrades to enable provision of additional militaryoperational capability benefits. While addressing current civil interoperability (globalaccess) requirements, they have put the foundation/hooks in place for futurerequirements. Their products have overcome and eliminated proprietary issues,enabling faster and cheaper future modifications. Furthermore, their cockpit schemesare also being emulated as designs for next generation platform replacements.7. Establish pro-active sustainment teams to forecast and mitigateobsolescence and Diminishing Manufacturing Sources and Material Shortages(DMSMS) operational impacts and cost burdens. The post-production sustainmentphase of the weapon system life cycle can present some of the greatest challenges tothe acquisition manager. Modification resources (APN-5) are more limited and theirapplications more restricted. Management reserves are discouraged, but performance,obsolescence and sustainability issues are often difficult to predict with enough detail tojustify dedicated resource needs to comptrollers. Platform lives have been extended tento fifteen years while living within the five-year ‘sundown’ stage, which prohibitsintegration of increasingly critical modification efforts. [Per ASN RDA Memorandum(09Aug06), the five year rule does not apply to modifications costing less than$100,000, or costing less than $1,000,000 for items that can be re-used again onanother platform, or to safety systems. The rule can also be waived by ASN RDA.]Legacy platforms have established obsolescence funding lines or flexible sustainmentaccounts by demonstrating comprehensive knowledge of specific component issues.SECNAV Memorandum (20Aug04) addresses DMSMS policies. Every NAVAIRprogram office has been directed to implement an Obsolescence Management Plan.Program managers are encouraged to establish sustainment teams that pro-activelyidentify avionics system performance degradation and address impending supply andsupport issues before they threaten to impact Fleet readiness. Supply and maintenancedata systems provide detailed component and parts availability and performance data.Advance identification of parts that will no longer be available due to technicalobsolescence and DMSMS issues allows teams to react and make timely componentsustainment decisions (retain, redesign, replace, re-use, retire). Pro-active tracking caneliminate premium charges for retooling or limited production procurements. Oftendistributors will have stockpiles of discontinued items that will support component repairthrough the remaining life cycle. NSWC Keyport has extensive experience withanalyzing component obsolescence at the piece-part level. They can determine whatpercentage of parts will reach an obsolescence status in the near, mid and longer term,and perform comprehensive distributorship searches. Post-production common avionicsare managed by PMA209’s Fleet Avionics Systems Support Team (FASST) staff.Core Section CAMP 2012 14

Core Avionics Master PlanDoD 4140.1-R, Section C 3.6, Supply Chain Material Management (23May03)requires each DoD component to develop a process to proactively manage DMSMSthroughout the system life-cycle. SECNAVINST 5000.2E provides DoN guidance formanagement of DMSMS and establishes NAVAIRSYSCOM DMSMS policy, proceduresand responsibilities. It states, “PMs shall manage obsolescence at the piece part levelfor all active microelectronics, unless otherwise supported by a business case analysis.Performance Based Logistics (PBL) agreements shall address mitigation of DMSMSrisk to their program and the government.” The NAVAIR DMSMS instruction(NAVAIRINST 4790.35) directs every program office to implement a proactive DMSMSprogram plan. The purpose of the program is to mitigate the impact on total ownershipcost and schedule, enhance the interchangeability, reliability and availability of parts;and promote synergy across NAVAIR programs through collaborative sharing andteaming on DMSMS solutions, information, processes, tools and practices. The DMSMSprogram should incorporate or consist of a DMSMS Management Plan, a DMSMSManagement Team, DMSMS data, and participation in the NAVIAR DMSMS WorkingGroup. Program managers are encouraged to establish DMSMS teams that pro-activelyidentify avionics system performance degradation and address impending supply andsupport issues before they threaten to impact Fleet readiness.Supply and maintenance data systems along with DMSMS predictive toolsprovide detailed component and parts availability and performance data. Advanceidentification of parts that will no longer be available due to technical obsolescence andDMSMS issues allows teams to react and make timely component sustainmentdecisions (retain, redesign, replace, re-use, retire) and chose the most cost-effectivesolutions. Pro-active tracking can eliminate premium charges for retooling or limitedproduction procurements. Often distributors will have stockpiles of discontinued itemsthat will support component repair through the remaining life cycle. Within PMA209, theFASST staff personnel have extensive experience with analyzing componentobsolescence at the piece-part level. FASST can train teams within other IPTs how toestablish a proactive DMSMS approach and determine what percentage of parts willreach an obsolescence status in the near, mid and longer term, and performcomprehensive distributorship searches. AIR-6.7.1.6 provides policy and processguidance and can provide tailored guidance and training to help establish proactiveDMSMS plans and processes.D. Best Practices Application. The recommended practices presented in CAMP2012 are not intended to override guidance or policy governing the three NAE arenas.They prescribe a strategic blending of existing guidance to achieve Enterpriseobjectives. The NAE itself was designed to facilitate improved communication andsuccess across the disciplines in support of the aviation warfighter. CAMP 2012 strivesto promote awareness across those disciplines so that core avionics system solutionscan more effectively support the warfighter.Core Section CAMP 2012 15

V. ROADMAPS.Core Avionics Master PlanThe CAMP 2012 appendices include roadmaps showing time-phased core avionicsenabledcapability evolution over the next ten years. They are intended to promoteawareness of avionics technology and solution maturity. Some functional aspectsoverlap across multiple roadmaps. Each appendix includes a background section thatexplains what systems and functionalities are covered in that capability area, along withdescriptions of current capability baselines and future desired capability states.Amplifying paragraphs are presented in sequence with each entry on the roadmapelements timeline. They address funded program of record capability enhancementactivities, gaps that are not yet being funded (but are recommended to be pursued toreach the desired end state), and related advance research and engineering activitiesthat are expected to transition to programs of record or enhance existing capabilities.The Introduction appendix further explains the methodology and convention of theroadmap entries.The roadmaps are intended to be used as planning tools to frame discussionsbetween acquisition managers, Fleet requirements officers and resourcing requirementsand action officers. Amplifications provided in the appendices are top level and fairlygeneric. Platform managers are encouraged to understand the capability enhancementsthat are represented, determine if they are applicable to their warfighting mission set,and then use the time-phasing to build those pursuits into their Flight Plans.Core Section CAMP 2012 16

Core Avionics Master Plan 2012Appendix A-iRoadmaps and Appendices IntroductionCore Avionics Scope: The following Roadmaps and accompanying amplifying materialprovide insight into the evolution of enabling systems within each of the six CapabilityAreas: Information Management, Information Exchange, Navigation, CooperativeSurveillance, Flight Safety Systems and Self Protection. Some avionics applicationscross over multiple Capability Areas.Roadmap Format: The vertical entry on the right side of each roadmap describes thedesired future (ten year) capability end state. Capability elements are listed down theleft margin. The roadmap timeline begins with FY09 to capture recent developmentalefforts and capability transitions. The legend outlines conventions used to identifycapability entry status. Different line styles and fonts have been used to facilitateinterpretation of black and white copies. Bold green lines and bold green font entriesrepresent current baseline capabilities. Solid blue lines and regular blue font representfunded developmental programs (new or modified systems) that will deliver additionalcapability, and identify projected first availability of that capability. Red dotted lines anditalicized red font specify needed capabilities that are not currently funded fordevelopment or integration, and the estimated times that such capabilities should befielded to support achievement of the desired end state. Most of these begin in 2015,which is the next opportunity for new start funding. Black dashed lines with diamondends depict starts and finishes of advanced research initiatives that will contribute totechnology maturation in support of programmed or potential acquisition pursuits. At thebottom of each roadmap, red diamonds and bold black font signify associated mandates(or policy) and capability state milestones. Amplifying material is organized to followentries from the top left, across each capability element baseline, down to the bottomright of the roadmap.Appendix Format: Each appendix begins with a scope statement for the capabilityarea. It presents a graphic depicting the elements associated with that area, theenablers that support those elements, intended evolutionary enhancements, anddesired resultant warfighting capabilities. The graphic is accompanied by a descriptionof the overall baseline to objective transition strategy, and then a list of guidance,mandates and milestones relevant to that area. The remainder of each appendix isdedicated to descriptions of each roadmap entry as they flow left to right through eachcapability element. Each sub-section starts with the scope of that element, followed by acurrent capability state baseline description, then advance research and technologydevelopment efforts, and then funded enhancements and potential enhancementpursuit descriptions.Utilization: Requirements and Program Management offices are provided thisinformation to assist with development of platform Flight Plans and budget requests. Asa strategic planning tool, this document describes core avionics evolution in terms ofwarfighting capability. Programmatic acquisition and technical detail is limited.Amplifying material is intended to provide the reviewer enough information to determinewhether a capability or mandate is applicable to their weapon system or communitymission set. Platform managers should then pursue additional detail to assess whetherthe described enhancement supports a legitimate warfighting requirement for them, andif the timing of solution maturity can effectively support their platform evolution.A-i Roadmap Conventions 1

Core Avionics Master Plan 2012Appendix A-iRoadmap ConventionsComprehensive Mission Preparation & Effective ExecutionRoadmap ConventionsBold green font entriesrepresent currentbaseline statesBlack dashed lines with regularblack font show funded advancedresearch & technologydevelopment activitiesSolid lines and blue fontrepresent funded capabilityenhancementsRed dotted lines with italicred font representunfunded potentialcapability developmentsCapabilityElementsInformationProcessingOpen Systems Processor ( Embedded Graphics Card)On-board TacticalData Fusion (JSF)Multi-LevelSecuritySoftwareManagementArchitectureModular & Partitioned; Aircraft OFPFACE Standard Common Application ProgrammingVersion 1 Interfaces & SW Licenses (FACE V2)Visualization Tools for Causal Data Mining;Low Cost High Assurance Separation Kernel;Integrity and Authentication of Real-Time DataSecure NetworkServerInformationTransfer &StorageLimited Capacity Transfer & StorageWireless InformationDownloadIncreased data storagefor Video RecordingHigher capacity recording, Red/Blackseparation w/ Data at Rest encryptionInformationDisplayNVG Compatible, LCDLarge Area ProgrammableLayout DisplayImprovedBacklighting (LEDs)Moving MapLimited Map & Mission Information CapacityIncreased data capacityDTED Level II TAMMACHigher fidelity GeoreferencedMapsObstacleRepresentationEnhanced visualizationPerspective ViewingInformationDistribution1553, Fiber Channel, Point to Point Ethernet BusesHigh Bandwidth Fiber Optic WDM MLS NetworksIncreased data distribution speedMissionPlanning& ExecutionMandates &MilestonesInteroperable Unit Level, Service Oriented Collaborative PlanningImproved framework stability, Faster planning,Air Drops Planning & Aerial Refueling PlanningDoD Modular Open System Architecture (2008);Encryption of Data at Rest (2007)Increased framework stability, Fasterplanning, Increased data/detail loading,Data at Rest encryptionFY: 11 12 13 14 15 16 17 18 19 20Capability Area Elements -attributes or functionalitiesRed diamonds and bold black fontrepresent mandates & milestonesDesired futurecapability stateA-i Roadmap Conventions 2

Core Avionics Master Plan 2012 Appendix A-1Appendix A-1Information ManagementScope: The Information Management capability area includes equipment used toprepare, upload, display, manage, internally distribute, store, process, and downloaddata used in planning and executing the mission. It addresses both off-board preflightand on-aircraft in-flight systems.Capability Evolution:CapabilityElementsEnablersCapabilityEnhancementsDesired WarfightingCapabilities• InformationProcessing• Data Transfer& Distribution• Display• Data Storage• MissionPlanning &Execution• MissionProcessors• Data TransferDevices• Network Switches• Displays• Recorders• JMPS-MPlanningStations• FACE OpenArchitecture, CommonApplication Interface,Multi-Level Security• Advanced displays Higher speed, highercapacity transfer/storage Faster, more stable &higher fidelity planning• Rapid & AffordableCapability Upgrades• Real-Time PrecisionEngagement• Joint CollaborativeWarfare• Network CentricOperations• Increased LethalityObjective: Comprehensive Mission Preparation & Effective ExecutionBaseline Enhancement Objectives and Transition Strategy.Current Information Management avionics automate and accelerate complex manualprocesses of preflight planning, in-flight execution and post-flight debriefing. DoD andNaval leadership have called for a transformation that supports application of forces onthe enemy in a much more timely, flexible, precise and persistent manner. Incorporationof modern Modular open architecture and standardized interface processingarchitectures will speed up and reduce the cost of integrating valuable warfightingutilities. Compartmentalization will simplify management of multiple levels of datasecurity. Higher resolution and larger displays will afford more effective portrayal of theincreased volume of tactical information available to the warfighter (including powerfulsituational awareness tools such as reconfigurable tactical picture layouts for fasterinterpretation and picture in picture streaming video). Modern media solid stateinformation transfer media will address material and operational obsolescence issues.Increased digital data storage capacity, faster transfer rates and data formatimprovements will simplify post-mission playback and enable more thorough operationalassessment for follow-on planning. Mission Planning tools have transitioned fromindependent platform applications to a common planning environment. Faster preflightdata entry will improve agility and readiness. Modern processing architecture will greatlyincrease the amount and detail of data that can be entered. Capability evolution inInformation Management avionics will provide FORCEnet information flow that enablesNaval Aviation to achieve objectives in the following Joint Capability Areas:Engagement, Command and Control, Net-Centric Operations (NCO), and BattlespaceAwareness.A-1 Information Management 1

Core Avionics Master Plan 2012 Appendix A-1Core AvionicsCapability EvolutionRoadmaps 2012Information ManagementComprehensive Mission Preparation & Effective ExecutionOpen Systems Processor ( Embedded Graphics Card)Multi-LevelSecurityOn-board TacticalData Fusion (JSF)Modular & Partitioned; Aircraft OFPMandate orMilestoneUnfunded PotentialCapability DevelopmentFunded CapabilityEnhancementAdv ResearchOr Tech DevCapabilityBaselineCapabilityElementsMandates &MilestonesSecure NetworkServerInformationProcessingSoftwareManagementArchitectureInformationTransfer &StorageLimited Capacity Transfer & StorageNVG Compatible, LCDInformationDistribution1553, Fiber Channel, Point to Point Ethernet BusesInformationDisplayMoving MapFACE Standard Common Application ProgrammingVersion 1 Interfaces & SW Licenses (FACE V2)Visualization Tools for Causal Data Mining;Low Cost High Assurance Separation Kernel;Integrity and Authentication of Real-Time DataHigher capacity recording, Red/Blackseparation w/ Data at Rest encryptionIncreased data storagefor Video RecordingWireless InformationDownloadImprovedBacklighting (LEDs)Large Area ProgrammableLayout DisplayLimited Map & Mission Information CapacityEnhanced visualizationPerspective ViewingObstacleRepresentationHigher fidelity GeoreferencedMapsIncreased data capacityDTED Level II TAMMACHigh Bandwidth Fiber Optic WDM MLS NetworksDoD Modular Open System Architecture (2008);Encryption of Data at Rest (2007)MissionPlanning& ExecutionIncreased data distribution speedInteroperable Unit Level, Service Oriented Collaborative PlanningIncreased framework stability, Fasterplanning, Increased data/detail loading,Data at Rest encryptionImproved framework stability, Faster planning,Air Drops Planning & Aerial Refueling PlanningFY: 11 12 13 14 15 16 17 18 19 20A-1 Information Management 2

Core Avionics Master Plan 2012 Appendix A-1Baseline Enhancement Objectives and Transition Strategy (continued).Improved information processing is the key to preserving or enhancing platformmission capabilities. Platforms risk losing relevance in modern warfighting environmentsif their internal data storage capacity, processing power, or distribution bandwidth getsaturated. Several platforms employ unique mission processors that host uniqueoperating systems and mission software applications. Each requires an independenteffort to update and platforms end up competing with each other for funds for similarcore capability enhancements, such as Mode 5 Combat ID, JPALS, Networkingwaveforms, and more. Commercial computers of multiple brands use standardizedoperating systems, and applications are designed to run on virtually all makes andmodels. For Naval Aviation to achieve these objectives in a timely and affordablemanner, integrated avionics need to evolve to more open architectures andstandardized interfaces that enable simpler integration of capability enhancements, bothin terms of system performance and standardized mission software applications. Glasscockpits being integrated to enable Communications Navigation Surveillance / AirTraffic Management (CNS/ATM) mandate compliance are providing a limited ModularOpen System Architecture (MOSA) that partitions communication and navigationsoftware to enable modification without affecting the core Operational Flight Profile(OFP) mission computer software. Although this is a step forward, this solution is stillonly compatible with specific vendor and government coordinated software andcomponent interfaces. Standardization of interfaces, protocols and software will enablea common operational picture and enhance platform-to-platform interoperability. Theseconcepts are being proven out in Naval aviation applications and implemented acrossmultiple aircraft Type/Model/Series in order to reduce test requirements, integrationcosts and time required to incorporate new capabilities.Mandates and Milestones:Encryption of Data at Rest Policy Memorandum. (Jul 2007) Establishes policy forprotection of sensitive unclassified information on mobile computing devices andremovable storage media. All unclassified data stored on removable storage devicesmust be treated as sensitive and be encrypted per standards set by the NationalInstitute of Standards and Technology (NIST) Federal Information Processing Standard140-2 (FIPS 140-2). This standard affects data storage devices as well as missionplanning and mission recording information handling. This policy is an extension ofguidance provided in DoDI 8500.2, Information Assurance (IA) Implementation.Modular Open Systems Architecture (MOSA). (Sep 2011 ) DOD 5000.02 Instructiondictates operation of the Defense Acquisition System states that program managersshall employ MOSA to design for affordable change, enable evolutionary acquisition,and rapidly field affordable systems that are interoperable in the joint battle space.Five key principles of MOSA:– Principle I: Establish an Enabling Environment– Principle II: Employ Modular Design– Principle III: Designate Key Interfaces– Principle IV: Use Open Standards– Principle V: Certify ConformanceA-1 Information Management 3

Core Avionics Master Plan 2012 Appendix A-1PMA 209 is pursuing the principles of MOSA through the Future Airborne CapabilityEnvironment (FACE) initiative by development of an open architecture that is flexibleand extensible. Multiple platforms will be able to gain access to common softwarecapabilities due to the portability of FACE conformant applications.Capability Element Evolution:A. Information Processing. Modern aircraft are critically dependent uponinformation processing, not only for management of tactical information but for basicsafety of flight operations. The Information Processing capability element addressesmission planning systems, aircraft mission and weapons systems computers, operatingsystems, data storage and upload/download devices, and displays.1. Current Capabilities. Open Systems Processor (Embedded Graphics Card).The AN/AYK-14 Naval Standard Airborne Computer has supported missioncomputing, navigation and targeting applications for decades, and is projected tocontinue support through 2030. The AYK-14 is deployed in F/A-18 A-D, SH-60B andEA-6B, and is the core processor used for Automated Carrier Landing Systems (ACLS).The Advanced Mission Computer (AMC) was developed to be a common replacementfor the AYK-14. The PMA209 Advanced Mission Computer and Displays (AMC&D)team manages AMC variants on F/A-18A-F, EA-18G, AV-8B and T-45. The AMCemploys a Commercial Off the Shelf (COTS) based open architecture that runs newer,more versatile High Order Language (HOL) software code to reduce integration cost,schedule and performance risks. The extent of common mission computer integrationacross platforms is currently limited because the OFP operating system codes areunique and often proprietary. Each separate platform processor configuration needs tobe independently modified (and resourced) throughout its life cycle to keep pace withthe demands of technological obsolescence, throughput saturation and future capabilityintegration requirements. Rewriting each core code or interface takes time, must be fitinto a platform-unique OFP upgrade schedule, is expensive, and usually requiresextensive regression and flight testing.One of the more pervasively fielded processor and systems configurations acrossthe Services is the Common Avionics Architecture System (CAAS), which is found inthe majority of U.S. Army rotary wing platforms. Commonality of hardware reduces unitcosts and enables upgrades to benefit more users. The CAAS model also enables openorder Government Furnished Equipment (GFE) procurement over a large and simplifiedcontract. PMA209’s Mission Systems Management Activity (MSMA) participates in theU.S. Army CAAS Working Group to ensure benefits can be applied to Naval Aviation.Increasing processing requirements associated with block upgrades saturated theMV-22B Mission Computer Suite well before completion of platform production. Anupgrade is being integrated to support integration of desired mission capabilities.Similarly, the AH-1Z and UH-1Y upgrade aircraft are integrating modern modular openHOL systems processors to overcome limitations with the legacy systems. Moderndigital diagnostics have advanced to a degree where improved Built In Test (BIT)eliminates unnecessary component removals, provides better operational level repair,and even compensates for inadequate training or corrects improper maintenanceactions. AV-8B successfully upgraded their BIT functionality to address readiness andcost impacts associated with A799 (no fault found) component repair challenges.A-1 Information Management 4

Core Avionics Master Plan 2012 Appendix A-1Elimination of the requirement for new real estate in order to achieve newcapabilities was recently demonstrated with successful hosting of the Tactical AircraftMoving Map Capability (TAMMAC) on a single Embedded Graphics Card (EGC). Aredesign pursued to solve obsolescence issues with the existing dedicated TAMMACDigital Map/Video Map Computer (DMC/DVMC) and storage media resulted in an openarchitecture solution that can be hosted in various Weapons Replaceable Assemblies(WRAs) as a Government Off the Shelf (GOTS) or COTS single board processor(graphics card). In addition, the card can be utilized as a Shop Replaceable Assembly(SRA) for multi-vendor hardware and software applications. The EGC is available forprocurement. The single card form factor can afford space savings and integrationflexibility benefits. To date, no platform has chosen to utilize this card primarily due tocomponent vendor lock-in of upgrades to platform avionics systems.2. Funded Enhancements and Potential Pursuits.Incorporation of core flight operations enhancements and transformation to networkcentricwarfare require levels of computing performance that exceed most currentplatform operating system processing capabilities. Both the AYK-14 and AMC havebeen modified with processing upgrades. Acquisition guidance calls for MOSA design indevelopmental efforts. Progress is being made with designs that allow systems to keepbetter pace with processing power and memory capacity advancements. Personalcomputers use a MOSA that allows interfaces with any peripheral equipment that usesstandard interfaces, regardless of which vendor supplies the product. Dell, Sony,Hewlett Packard, Gateway, and others all run Windows or Linux, which allows officetools and game applications to be designed once and run on all hosts. Implementationof this architecture model into aircraft could significantly decrease costs and acceleratecapability integration across Naval Aviation.Onboard Tactical Data Fusion (JSF). (2014) The F-35B Joint Strike Fighter (JSF)is planned to be delivered with increased automated sensor data fusion, which is a keyfeature of fifth generation fighter aircraft. Most sensors are managed independently andoperators select specific modes of system information display. The JSF will incorporatea fusion server that performs closed-loop sensor tasking to present combined systemlevel track information. The track will still be presented with similar key tacticalparameters (location, velocity vector, affiliation and identification), but the solution willbe derived from a combination of all available sensor system inputs. Fusedcontributions from multiple sensor systems, including Electronic Warfare (EW), Radar,IFF, electro-optical, distributed aperture, as well as tactical data from networks such asLink 16 and Multi-function Advanced Data-link (MADL), will present a higher fidelity,higher confidence solution.Multi-Level Security (MLS). (2018) The National Security Agency (NSA) hasidentified MLS as a key enabler for effective network centric operations. Advancementsin technology are required to provide solutions that will enable simultaneousmanagement of multiple security classification levels within single systems. MLSsystems will greatly decrease storage space requirements, simplify classified materialhandling procedures and equipment management, and improve operator situationalawareness. A new Common Opportunity Review Process (CORP) project will beinitiated in FY-12 to identify the requirements, cost benefit analysis and potential forPOM-15 issue sheets to incorporate MLS into the Secure Network Server (SNS) system(described below).A-1 Information Management 5

Core Avionics Master Plan 2012 Appendix A-1B. Software Management Architecture. Software development has becomethe most expensive part of any new system or system upgrade. The cost per line ofcode has continued to rise and most problems encountered during initial testing arerelated to software. Complete testing of all software phases is often too expensivebecause it is hard to test every possible aspect of every state of the software. Thealternative is less than complete testing with the resultant risk of software errors,freezes, or crashes. Often the program office has to first evaluate whether or not theeffort can be included in a planned software block upgrade, which requires even moretime and cost. This problem can be mitigated by ensuring that software is created in amodular, partitioned manner. With modern partitioned operating systems and the abilityto write software applications that can run in separate partitions on the same hardware,the requirements to modify the operating system and retest all states of the software arereduced, thus significantly reducing the cost. Even though industry has been doing thisfor years with commercial sector information management products, the Navy has beenreluctant to embrace these methods because of the critical nature of the software andthe potential severe consequences should the mission computer crash. Somecommunities are already reporting incidents of having to re-boot computers in flight.1. Current Capabilities. Modular & Partitioned; Aircraft OFP.HOL is the current state-of-the-art in software code for Naval Aviation platforms andis currently in use in F/A-18E/F, EA-18G, AV-8B, E-2C/D, P-3C, P-8, AH-1Z, UH-1Y andT-45 aircraft. HOL allows for portability of the software to different operating systemswith only minor modification. It also allows for reduction in testing by eliminating some ofthe retesting of existing software when a new capability is added. However, sincecurrent HOL generated software is still developed as a single partition, there is still thepossibility of corrupting existing software when new capabilities are added. Newrequirements must go through a rigorous integration process to reduce the possibility ofcorruption and to ensure there is adequate throughput and memory.The PMA209 MSMA team has moved toward modular, reusable software and hassuccessfully fielded cockpit computer systems that reuse software developed for oneplatform onto another aircraft with the same hardware configuration. The P-3, C-2, E-2,and H-53 have all been installed with a cockpit that uses the CDNU-7000 as the primarycomputer hardware. The P-3 was the lead platform and was used to develop manycommon use software capabilities that are now being reused on the other platforms.Today, CNS/ATM has developed Mode 5 software for the H-53 that can be reused onthe P-3, giving the P-3 the same capability for a reduced integration cost. While this is asignificant first step in software reuse, the contractor in this case is the same for allplatform hardware and the software is owned by the contractor. The next step is toaccomplish this same kind of software reuse for software developed by third partycontractors and on multiple, different hardware configurations.The Future Airborne Capability Environment (FACE TM ) supports a modular approachto software design and development. With open interface standards, modularity, andhardware independence, it becomes possible to re-use individual software componentswithout extensive retesting and with reduced error rates in the test results. The NAVAIRModeling and Simulation (M&S) and Test community are actively engaged in the FACEdevelopment effort to leverage test savings.A-1 Information Management 6

Core Avionics Master Plan 2012 Appendix A-12. Funded Enhancements and Potential Pursuits.Future Airborne Capability Environment (FACE) Standard Version 1.0. (2012)Commercial aviation has progressed beyond the military in adopting a standards-basedapproach in developing aviation capability. The lack of a common, standards-basedapproach has led to recognition that the Government and the defense industry mustdevelop new ways of procuring systems, building upon the philosophies of OpenArchitecture (OA), MOSA and Integrated Modular Avionics (IMA).Future expansion of aviation capability will mostly come from integration of systemscontrolled by software. FACE supports a modular approach to software design anddevelopment. This open, modular environment facilitates portability and re-use ofsoftware components to build interoperable aviation systems, which results in moreflexible and cost-effective ways to enhance airborne capability. FACE is beingdeveloped under the auspices of The Open Group FACE Consortium, which iscomposed of broad industry representation and Government leadership.The primary purpose of FACE is to address the following challenges with avionics:• The lack of common and compatible systems and standards has limitedportability and re-use of capabilities across aircraft platforms limiting competition.• The current economic climate suggests that less funding will be available fordefense programs.• Acquisition mechanisms in the airborne defense industry for procuring re-usablesoftware independently from hardware are immature.• Intellectual Property Rights (IPR) and software licensing issues will be significantfactors in acquiring software-based capabilities.• Current Government guidelines regarding MOSA and Open Systems are toogeneric and unenforceable.FACE Version 1.0 involves creation of a software environment on DoD aircraft installedhardware that enables FACE applications to be deployed on different platforms withneglible impact to the FACE application. FACE Version 1.0 will deliver an approvedstandard, prototype reference architecture and demonstration applications as well asprototype tools such as a Software Developer’s Toolkit (SDK) and Integrators Toolkit(ITK). Products aligned with FACE Version 1.0 will be delivered by the end of CY 2012.A-1 Information Management 7

Core Avionics Master Plan 2012 Appendix A-1FACE Version 2.0. (2014) FACE Version 2.0 will begin in FY12 and build uponprogress made in Version 1.0. The FACE Standard will be upgraded to Version 2.0 byfocusing on improvement of common data definitions, configuration services and healthmonitoring capabilities to facilitate maximum software reuse. The software will be usedto provide sample code/application development examples and to verify all interfacesand components included in FACE Version 2.0.FACE Version 2.0 will deliver laboratory ready Conformance Suites updated to Version2.0, as well as an upgraded and laboratory ready SDK and ITK. The other keydeliverables include a Contracting Guide and a Business Model, where a mutualGovernment and industry team assess the potential cost and benefit factors associatedwith FACE and develop scenarios and acquisition options that may arise from FACEimplementations. Current NAVAIR system efforts are focused on Joint PrecisionApproach and Landing System (JPALS) and Terrain Awareness and Warning Systems(TAWS), while the Army will focus on a FACE implementation for their Improved DataModem (IDM). PMA 209 personnel will continue to provide Government guidance andleadership. Current efforts to encourage Joint participation may lead to increasedparticipation by USAF and USA stakeholders. Future editions of the standard may berequired in the out years to address standardization requirements such as securitydriven by Platform implementations.Secure Network Server. (2018) The Secure Network Server (SNS) initiative woulddevelop a common aircraft network processing capability that allows multiple levels ofsecurity interaction, separated processing for hosting networking and other non-flightcritical applications, and connectivity through multiple networked radios/systems. Creates a hosting point for common applications. Enables hosting additional capabilities without going through the lengthy OFPmodification or testing cycle. Separates flight crew data and mission/passenger data exchanges by providingon-demand security partitioning among on-board users.The objective is to develop a core capability and common interface architecture socommercial standards and legacy aircraft interfaces can be supported within a NSAcertifiedsecure data partitioning environment. This project may also be considered as aFY-12 CORP project to identify the requirements, cost benefit analysis and potential forPOM-15 issue sheets. Currently MV-22, H-1, H-53 and F/A-18 are interested in apotential MLS enhanced SNS.C. Information Transfer and Storage. The Storage capability element coversequipment that provides on-board retention of aircraft performance data and missioninformation for post-flight mission debrief/analysis and maintenance.1. Current Capabilities. Limited Capacity Transfer & Storage.Personal Computer Memory Card Interface Adapter (PCMCIA) cards are currentlyused for upload, download and storage of data, but are becoming obsolete. The mostrecent specification is version 8.0, released in 2001. PCMCIA Cards fit into a PC duringthe mission planning function and record waypoints, maps, mission notes andfrequencies, and known enemy locations. The cards are then used to transferinformation via the Advanced Memory Unit (AMU) portion of the TAMMAC digital mapsystem to display the intended route of flight and planned mission tasks. The DigitalA-1 Information Management 8

Core Avionics Master Plan 2012 Appendix A-1Data Set (DDS), a component of the GPS hardware installed on more than 30 types ofU.S. Navy and Marine Corps aircraft, is another high-capacity, solid-state data storageand retrieval system consisting of a removable memory cartridge with embeddedPCMCIA cards and a cockpit-mounted aircraft receptacle. PCMCIA card memory sizehas increased from 2 megabytes to 2 gigabits in response to the demand for larger filestorage and upload/download capabilities. Other aircraft use the Mission Loader VerifierSystem (MLVS) to upload various avionics software upgrades. Other mass memorymedia technologies include ruggedized rotating disks, digital and analog tape systems,and solid-state devices. Mission sensor files and camera recordings are generally toolarge for solid-state digital recording. Current systems are also limited to holding onesecurity classification level of data at a time.2. Funded Enhancements and Potential Pursuits.Wireless Information Download (T-45, JSF). (2012) Wireless download of missiondata and maintenance diagnostic information will enable planners and ground crews toget an early start on maintenance issues and accelerate aircraft turnaround for followingmissions. T-45C is fielding an airborne recorder that will enable wireless download offour audio channels, two video channels, 1553 data bus information, engineperformance parameters and airframe structural analysis information. Typical missionand maintenance information for one flight ranges from 1.0 to 1.5 Gigabytes (Gb) ofdata. The system is designed to download two Gb of data in two seconds at a range upto 2000 feet. The system incorporates a MOSA design, and is planned for expansion toother training platforms, including T-44, TH-57 and T-6.Similarly, JSF Block II aircraft will be equipped with Prognostic Health Management(PHM) wireless down-link capability in support of mission sortie generation/readinessobjectives. Downloaded parameters will include fuel state, ammunition state,expendables state, and component conditions requiring maintenance in order tominimize turnaround time. For the JSF, wireless digital transmission will eliminate theneed for additional classified handling equipment, avoid potential loss of data fidelityduring manual transfer, and enable maintainers to monitor airframe parameters thatcould prevent mishaps.Increased data storage for Digital Video. (2013) UH-1Y and AH-1Z have selecteda COTS-based modern digital data loader solution to address current systemobsolescence issues and satisfy near term urgent requirements as an interim solutionuntil the next generation system is available. The primary driver for getting a systemahead of the next planned common upgrade is their need to manage higher fidelitydigital terrain geo-referencing data (Digital Terrain and Elevation Data - DTED Level II)in support of enhanced Terrain Awareness and Warning System (TAWS-II) terrain andobstacle avoidance during low level missions. Higher level detail (30 meter postingversus 100 meter posting) is required because rotary wing platforms operate closer tothe ground and standard algorithms cannot provide rapid enough predictive warnings.(More detail on TAWS provided in Safety appendix). The COTS product alsoincorporates significant digital memory storage that incorporates compression to mpeg4format and is capable of recording several missions’ worth of digital video. The systemcurrently is not planned to meet Data at Rest requirements, but does incorporate aminimum level of encryption and ability for rapid zeroization.A-1 Information Management 9

Core Avionics Master Plan 2012 Appendix A-1Higher capacity recording, Red/Black Separation with Data at Rest Encryption.(2016) As has been described, larger map and mission planning data file sizes aredriving requirements for higher capacity bulk memory and removable mass memory.Increased capacity is also required for higher fidelity digital terrain geo-referencing datain support of terrain and obstacle avoidance during low level missions or rotorcraftrecovery in degraded visual environments. Larger file sizes and increasing load timesare also driving a requirement for increased transfer device capacity and interfacespeed. Hardware obsolescence in the current AQS-215 DDS and TAMMAC AMUpresented an opportunity for development of a new common solution that leveragessignificant improvements in data transfer and memory technologies to increase memorycapacity, speed up data transfer, and enable automated separation of various types ofdata. Obsolete PCMCIA cards are being replaced in commercial practice by faster,more rugged interfaces and high speed bulk memory technologies such as PCExpressor USB drives. File server architectures are being reviewed to determine if they cansupport multi-purpose, distributed aircraft memory storage. PMA209 Mission Systems isdeveloping state-of-the-art data loaders, recorders and general purpose processorsunder the Advanced Digital Data Set (ADDS) program. ADDS will be designed as amodular hardware Family of Systems that enables platforms to achieve an entire set ofrequired capabilities or address only those elements that are deficient. The modules areexpected to support Red/Black data separation (partitioning), protection of data at rest,anti-tamper protection and Information Assurance requirements. This system will be thefirst system designed from the ground up to be FACE conformant. MH-60R/S and CH-53K are the lead aircraft.Column A B C D E FComponent DTU G-DTU DTU-P DTU-C DTU-CP CSR1 DTD slot X3 DTD slots X X X XProcessor X XCSR X X XOn boardSystemX X X X XPlatforms CH-53K All MH-60R,MH-60STBD TBD TBDMission planning involves loading and transfer of both classified and unclassifieddata. Similarly, sensor systems capture classified and unclassified data for post-missionanalysis. Maintenance diagnostics and Military Flight Operations Quality Assurance(MFOQA) also involve download of information captured by recorders during the flight.With increases in capacity and improvements in platform interface, it makes sense tocombine multiple functionalities into a single data loader for transport between thesquadron work-stations and the flight line.A-1 Information Management 10

Core Avionics Master Plan 2012 Appendix A-1D. Information Display. The display capability element provides for the informationpresentation interface between the aircrew and the aircraft information managementsystems. This section addresses cockpit and crew-member glass displays.1. Current Capabilities. NVG Compatible, Liquid Crystal Display.Significant advancements in commercial display applications are making their wayinto military cockpits. Most Naval Aviation cockpits have integrated different displaytechnologies to support night vision devices and operations in very low levels ofillumination. It is usually more challenging to develop adequate contrast and illuminationlevels in the very bright daytime environment of a tactical cockpit. The latest displaysbeing fielded incorporate enhancements in resolution, brightness, night visioncompatibility and flexibility, and employ solid state engineering for higher reliability (tensof thousands of hours) with greater resistance to vibration, shock, humidity, andtemperature extremes. Observance of military and industry standards enhances smoothinterface and compatibility with associated avionics systems. The two primary leadingtechnologies currently being integrated are Light Emitting Diode (LED) and Active MatrixLiquid Crystal Display (AMLCD) products. The AMC&D program has fielded a 5”x5”AMLCD that brings improved reliability and higher resolution. AV-8B and F/A-18C/Dhave fielded the Advanced Multi Purpose Color Display (AMPCD), which is a “smartdisplay” (includes internal processing rather than merely presenting an image).Improved sensors such as the Advanced Electronically Scanned Array (AESA) andadditional network information sources (such as Link 16) drove the requirement for alarger size, higher resolution 8”x10” Multi Function Display (MFD) to be integrated in theF/A-18F and EA-18G. The Common Cockpit program of the Multi-Mission Helicopterprogram is affording similar capability to the MH-60S and MH-60R. The PMA209CNS/ATM team has integrated or is integrating glass cockpits into E-2C, P-3C, CH-53Eand MH-53E (procurement not funded), US Coast Guard HC-130H, and C-130T.2. Funded Enhancements and Potential Pursuits.Overview: Potential near term display improvements include increased luminanceand contrast for bright environments, wider dimming ranges for night visioncompatibility, weight reductions, power demand reductions, instant-on illumination inextreme cold conditions and reduction of toxic components. Implementation of networkcentricdata exchange will drive significant increases in the amount of tacticalinformation that can be displayed. CNS/ATM functionalities will increase situationalawareness, but will also place more demands on the quality of the display.3. Large Area Programmable Layout Displays. (2013) JSF Block II aircraft will beequipped with a large (20” x 8”) AMLCD cockpit dashboard Panoramic Cockpit Display(PCD) that incorporates presentations of what are normally separate instruments(primary flight and aircraft and engine performance instruments) along with sensor,controller and data page displays. Boeing has proposed a similar large area display fortheir Foreign Military Sales (FMS) versions of the F/A-18E/F aircraft. Much like personalcomputer station ‘windows’ formatted displays, the aircrew can control the size, layoutand content of information that gets presented. The single large display design wouldbasically cover the majority of the cockpit dashboard and would enable the flight crew tomix and match any display windows desired depending on the mission. This design willalso enable the crew to place individual instrument or tactical display items anywhere onthe instrument panel, and to increase the size of preferred primary display elements.A-1 Information Management 11

Core Avionics Master Plan 2012 Appendix A-1Enhanced Backlighting Light Emitting Diodes (LEDs). (2015) Current AMLCDsemploy inefficient backlight technology, which introduces significant power, heat, andreliability penalties that reduce mission effectiveness for airborne applications.Innovative LED illumination and control technologies are being explored whichsynchronize backlighting with the displayed image and enhance the optical performanceof AMCLDs by providing higher contrast ratios and enhanced image clarity.E. Moving Map. Tactical Aircraft Moving Map Capability (TAMMAC) is the mostcommon moving map and mission data loading system in Naval Aviation platforms.1. Current Capabilities. Limited Map and Mission Information Capacity.TAMMAC provides improved overall situational awareness by displaying an aircraftcentered depiction of mission routes, threats, terrain features, and aeronautical chartdata overlaid on various map and satellite imagery products. The associated missiondata loading element is also essential for uploading other mission data, such ascommunications codes and tactical data, as well as downloading of critical aircraftmaintenance data. Proposed TAMMAC obsolescence mitigation and enhancementinitiatives include the incorporation of the Global Area Reference System/CommonGeographic Reference System map products, real time update of target/threatinformation (via Link 16), and color overlays for selective features such as kill boxes andBlue Force Tracker (BFT) data. New COTS map products continue to come on themarket with improved features such as modularity for execution on multiple hardwareand operating systems configurations, smaller footprint using less memory andprocessing power, and ability to include other applications such as weather, CockpitDisplay of Traffic Information (CDTI), and BFT. The EGC was developed to be used inthe DMC/DVMC to run TAMMAC software, or to be incorporated into processorscapable of running FlightScene software. The EGC successfully ran FliteScenesoftware in the NACRA T-Rex demonstrator aircraft mission computer.2. Funded Enhancements and Potential Pursuits.Increased data capacity DTED Level II TAMMAC. (2012) TAMMAC currentlysupports TAWS software which provides a predictive Controlled Flight Into Terrain(CFIT) protection capability. It compares aircraft position against a DTED Level I (100mresolution) to determine if the current flight profile and parameters could result in acollision. The TAMMAC data storage capacity is being increased in order to processhigher fidelity DTED Level II (30m) information to safely support helicopter operations.Larger mission planning file sizes and the requirement to cover more area forexpeditionary operations or more flexibility in ad hoc mission changes have driven theneed for greater transfer device capacity. As part of the obsolescence upgradeprogram, the TAMMAC system will increase onboard storage for map and mission datafrom 3.2G to 64G with deliveries available in 2012.Higher fidelity Geo-referenced Maps. (2013) The AH-1Z and UH-1Y COTSrecorder will incorporate increased processing power to run DTED Level II andFlightScene, which provides greater fidelity geo-referenced graphics than legacy chartrepresentation media. FlightScene requires a minimum data transfer rate of fivemegabytes (Mbps) per second.A-1 Information Management 12

Core Avionics Master Plan 2012 Appendix A-1Obstacle Representation. (2015) The TAWS team is working with the ADDS teamto put an obstacle database in the MH-60R/S aircraft. The obstacle database couldreside in the ADDS system to support the TAWS-II algorithm processing in the MissionComputer. One of the primary issues with this program is how to maintain the databasewith the most current obstacle representation especially when towers can now beconstructed in a very short period of time. Once completed, this capability will be madeavailable to any aircraft that will incorporate ADDS or any TAWS capable aircraft thathas enough data storage space for the obstacle database. The goal is to enable allaircraft to eventually also incorporate an obstacle database for enhanced safety.Enhanced Visualization - Perspective Viewing. (2018) Current moving mapsprimarily display geographical areas in two-dimensional, ‘god’s eye’ or plan viewformats. Commercial gaming, Google Map tools and auto GPS display technologyadvancements are enabling increased imagery quality, smaller data file sizes andincreased display options. The National Geospatial Intelligence Agency (NGA) hasposted aeronautical charts of all scales, from Joint Operations Graphics (JOGs) down toCitimaps on line. Data file size reduction is enabling faster manipulation of databaseswhich can enable a three-dimensional, virtual perspective view that is easier to interpretfor spatial referencing. The extensively fielded TAMMAC product supplier is developingperspective view renderings that can be used to more clearly display obstacles.Plan Views (top) versus Perspective Views (bottom).A-1 Information Management 13

Core Avionics Master Plan 2012 Appendix A-1F. Information Distribution. This capability element addresses management ofinformation within the platform.1. Current Capabilities. 1553, Fiber Channel, Point to Point Ethernet Buses.For information transfer within the aircraft, the most widely used standard is MIL-STD 1553 bus protocol. Extensive resource availability, simple component interface,relatively low latency, adequate cable run, good fault isolation and relatively low costhave driven nearly ubiquitous incorporation across Naval Aviation. 1553 bus datatransmission rates remain suitable for command functions such as flight control andmunitions deployment, however they are too slow to serve the increased peer-to-peercommunications needed by avionics applications in support of data, audio, and videoinformation exchange. Some modern platforms use Fiber Optic (FO) channel networksto move data, which supports a standard of 1 Gbps and has demonstrated near termpotential growth to 4 Gbps. However, FO is much more expensive to run and maintain,and requires newer interfaces and network switches. The current commercial standardfor networking applications is Transmission Control Protocol / Internet Protocol(TCP/IP). IP Version 6 (IPv6 - the latest standard; required for systems developed after2003) offers greater data security and a much larger number of unique addresses.2. Advanced Research and Technology Development.High Bandwidth (FO) Fiber Optic Wavelength Division Multi-plexing (WDM)Multi-Level Security (MLS) Network. (2010-2012) 1553 bus wiring transfer rates varyfrom 1 Mbit/sec to 100 Mbps across the same wiring form factor, with a potentialbandwidth of 200 Mbps. The advantage to incorporating these enhancements would bea simpler and more cost effective retrofit effort than trying to incorporate a new transfermedium. Institute of Electrical and Electronics Engineers (IEEE) 1394 Firewire offers100-400 Mbps throughputs, but has issues with run length and maintenance. AvionicsFull Duplex Switched (AFDS) Ethernet provides a deterministic data network for safetycritical applications. Fast or Gigabit Ethernet have even faster transfer rates, but havesimilar integration and sustainment challenges. Serial Express is a newly developingstandard that runs on Firewire with 1 Gbps speeds and longer cable runs. UniversalSerial Bus (USB) capabilities appear to be growing the fastest [transfer rates: USB 1.0 =12 Mbps; USB 2.0 = 480 Mbps; USB 3.0 = 5 Gbps]. The newest standard, ExpressCard2.0, supports transfer speeds up to 5 Gbps. FO runs can support up to 10 terra-bytesper second. When coupled with WDM, FO can also transmit several different channelssimultaneously and independently, with varying rates of transmission. Each channel iscarried on a separate wavelength, is independent and does not interact with otherchannels. WDM is being evaluated by the JSF and the P-8 aircraft teams. A workinggroup has been established to define a common standard for DoD WDM.3. Funded Enhancements and Potential Pursuits.Increased data distribution speed. (2018) Today's complex systems need near realtime computer systems operations across internal aircraft networks. Aircraft cannotkeep pace with evolving standards, but choosing one optimized standard andintegrating it across Naval Aviation could ensure faster, cheaper and broader integrationof future enhancements. The PMA209 Mission Systems team is monitoring progress ofnumerous advanced research projects including Enhanced 1553 (E1553), expansion ofthe Fiber Channel Network Switch (FCNS), WDM single mode fiber, Highly IntegratedPhotonics and Electronics (HIPE – FO integrated circuits) and Fast/Gigabit Ethernet.A-1 Information Management 14

Core Avionics Master Plan 2012 Appendix A-1G. Mission Planning & Execution. Mission planning and execution systemsconsist of aircrew mission information planning capabilities delivered as softwareprograms integrated into computer systems, data transfer devices used to move thederived products to their supported aircraft avionics/sensors/weapons, platforminformation upload interfaces, and onboard processors. These systems also supportpost-mission download, analysis, and reporting of data captured while in flight.Advance planning using operational environment and tactically relevant data enablesthe aircrew to focus on primary flight functions and to more effectively react to changes.The CNO designated the Joint Mission Planning System – Maritime (JMPS-M) as thesingle mission planning system for Naval Aviation. JMPS-M systems include softwarecomponents funded and developed by a broadly dispersed, but collaborative group oforganizations/agencies (e.g., various platform, weapon, and sensor PMAs) whoseproducts are then integrated, fielded, and then supported by the PMA281 JMPS Teamas platform-specific JMPS-M Mission Planning Environments (MPEs).1. Current Capabilities. Interoperable Unit Level, Service OrientedCollaborative Planning.JMPS-M is operationally deployed, has fully replaced Tactical Automated MissionPlanning System (TAMPS), and is on track to effectively replace Navy-Portable FlightPlanning Software (N-PFPS) and platform-specific mission planning and executionsystems for nearly all Naval Aviation platforms by 2014. JMPS provides a Windowsbased,automated mission planning capability using digitized terrain, maps/charts,environmental data, aircraft, and avionics parameters. JMPS loads platform datatransfer devices with information used to pre-set navigation avionics and flightcomputers, including route of flight data (e.g., waypoints, sequential steering files), airto-airradar presets, Navigation Aid identifiers and channel identification files.JMPS basic flight planning functions include calculations for heading, distance,climb/descent, time, and fuel burned; takeoff/landing and weight/power performancedata; route planning, de-confliction and 2D and 3D mission rehearsal/fly-through;display/layering and loading of National Geospatial Intelligence Agency (NGA) imagery,maps and charts; solar/lunar almanac prediction; aerial refueling planning; Combat AirSupport (CAS) planning; coordination via MS Outlook email; and mission brief/debrief.JMPS combat mission planning functions include weapons and sensor planning;aircraft configuration and loadout planning/management; threat data query of GlobalCommand and Control System - Integrated Imagery and Intelligence (GCCS-I3)Modernized Intel Database (MIDB), import/export, management, analysis and masking;query/import and use of Distributed Common Ground Station - Navy (DCGS-N)provided imagery products (e.g., for Automatic Target Acquisition (ATA) capabilities);import/parsing and use of Air Tasking Order (ATO), the Airspace Coordination Order(ACO), target data, force movement information such as tactical graphics, anddisposition of assets to Joint commanders and their forces. Naval Aviation platformsdepend on JMPS to plan and load critical data/settings for Precision Guided Munitions(PGMs), sensor systems, tactical data-links and secure voice communications. Avariation of JMPS known as JMPS-Expeditionary (JMPS-E), is provided to ARG/MEUPHIBRON staffs to support collaboration for ship-to-shore wave planning.A-1 Information Management 15

EP-3EP-3CEP-8AP-8ARQ-4AMQ-8BC-130 ***KC-130 ***AH-1WAH-1Z *UH-1YUH-1N *AV-8BMV-22 (all)CH-46ECH-46EMH-53E *CH-53 (all)SH-60B/FHH-60HMH-60R/SF-35BPHIBRON **C-2AE-2C (all)E-2DEA-6B(all)FA-18(all)EA-18GF-35CX-47BCore Avionics Master Plan 2012 Appendix A-1JMPS-M MPEs are currently approved for connection to various naval networks,including Integrated Shipboard Network System (ISNS), Navy/Marine Corps Intranet(NMCI), and Marine Corps Enterprise Network (MCEN), and is expected to be approvedfor connection to Consolidated Afloat Networks and Enterprise Services (CANES)networks as well. Connections to these networks provide JMPS-M users access to awide variety of network resources and databases that are helpful for coordination andplanning of their missions.Tables A-1 through A-3 identify Mission Planning support constructs:Mission Planning System J J J J J J U UTable A-1: Carrier Strike Group UsersMission Planning System J J J J J J J J J J J J J U JTable A-2: Expeditionary Strike Group UsersMission Planning System J J U U U U P PTable A-3: Maritime-Patrol and Support Aircraft UsersJ=JMPS, P=PFPS, U=Unique.* = PFPS software provided as part of a JMPS-M integrated/managed MPE forspecific functionality until this function is moved to JMPS application software.** = JMPS-Expeditionary (JMPS-E) systems installed on LHA/LHDs for thiscommunity.*** = Aircraft being supported by USAF-provided PFPS system configurations.A-1 Information Management 16

Core Avionics Master Plan 2012 Appendix A-1Weapons, avionic subsystems, and sensors supported by JMPS: High-Speed Anti-Radiation Missile (HARM) Advanced Anti-Radiation Guided Missile (AARGM) Joint Stand Off Weapon (JSOW) Joint Direct Attack Munitions (JDAM) Laser JDAM and Dual-mode Laser JDAM Standoff Land Attack Missile – Extended Range (SLAM-ER) Joint Tactical Information Distribution System (JTIDS) Multifunctional Information Distribution System (MIDS) Global Positioning System (GPS) equipment ARC-210 radios HAVEQUICK nets, Blue Force Tracker (BFT) Airborne Electronically Scanned Array (AESA) Radar.Several of the capabilities listed above cannot be employed without JMPS.For additional details Platform, sensor, and weapon capabilities that are in work bydevelopers across the JMPS Enterprise, contact PMA-281 for coordination assistancewith the appropriate developing agency.2. Funded Enhancements and Potential Pursuits.Improved framework stability, Faster planning, Air drops Planning AerialRefueling Planning. (2014) Microsoft Windows XP, the current operating system forJMPS-M, will no longer be supported by industry after April 2014. JMPS-M is upgradingto Windows 7 architecture, which provide a more stable framework environment andresult in fewer system crashes. It will also increase throughput speed, resulting in fasterspeed of mission planning. Additionally, there will be new operational capabilities cut inwith the new framework, including Airdrop Planning (supports C-130 [if desired] and V-22) and Air Refueling (supports C-130 [if desired]).Improved framework stability, Faster planning, Increased data/detail loading,Data at Rest encryption. (2018) In order to keep pace with industry, JMPS-M mustcontinue evolving to adopt current and supported versions of operating systems anddata management architectures. Current 32 bit processing is challenged to support thehuge amounts of data required for planning tactical missions, particularly in F/A-18E/Fand EA-18G aircraft. This causes additional system instability that movement toWindows 7 can only partially address. PMA281 would implement a 64 bit datamanagement, which is much more efficient and fast, enabling a quantum leap in datavolume management and processing speed. Windows 8 is expected to be the minimalbaseline operating system required for the next generation of processors. Thecombination of Windows 8 and 64 bit processing will again stabilize the systems andspeed up planning. Operators will be able to load much more and higher fidelity data fortheir missions. Additionally, the new architecture would meet Data at Rest encryptionrequirements established by DoDI 8500.2, Information Assurance (IA) Implementationpolicies.A-1 Information Management 17

Core Avionics Master Plan 2012 Appendix A-1(Intentionally blank)A-1 Information Management 18

Core Avionics Master Plan 2012 Appendix A-2Appendix A-2:Information ExchangeScope: This section covers hardware, software, waveforms, protocols and securitysystems that enable secure/non-secure voice connectivity and data collaborationbetween aircraft and other warfighters. Information Exchange (IE) covers a broad scopeof technologies that can be divided into physical and Networking layers. The physicallayer is categorized as Line of Sight (LOS) and Beyond Line of Sight (BLOS)communications. The IE section is divided into three subcategories and is presented inorder of the most mature technologies and capabilities to the least mature: (I) LOS InfoExchange, (II) BLOS Info Exchange, and (III) Internet Protocol (IP) Networking.Capability Evolution:Capability Capability Desired WarfightingElements Enablers Enhancements Capabilities• InteriorCommunications• Line-of-Sight &Over-the-HorizonCommunications• Networking,Distribution &Interoperability• Robustness &Security• ICS & Radios• Data-links &Protocols• IntelligentSoftware &Applications• ImprovedWaveforms• EncryptionDevices• SecureWireless ICS• Increased TDLInteroperability• Increased TacticalData Flow• Fused Multi-TDLUtilization• Multi-LevelSecurity• Network CentricCollaborative Warfare• Common Operational& Tactical Picture• Real-time PrecisionEngagement• Digital Close AirSupport• Enhanced ForceProtectionObjective: Network Centric Warfare and Information DominanceBaseline Enhancement Objectives and Transition Strategy.The primary means of tactical collaboration within Naval Aviation today involvesvoice communications. Enhanced collaborative capabilities are beginning to be fieldedusing Link 16. Advanced collaborative warfighting operations, such as Network CentricCollaborative Targeting (NCCT) will require airborne networking waveforms such asTactical Targeting Network Technology (TTNT) or an Advanced Tactical Data Link(ATDL) and network processors supporting Common Operating Environments (COE).The current state of capability in IE generally enables warfighters to communicateeffectively within the same Service group and exchange data within the same missioncommunity. Commercial competition for Radio Frequency (RF) spectrum and increasingwarfighter demands for streaming video are exceeding the spectrum allocated to DoD.To some extent, these demands are being met by using data compression, takingadvantage of more efficient coding and modulation techniques, and operating at higherfrequencies (Ku and Ka band) that require directional antennas. Operating in spectrumbelow 2 GHz enables utilization of omni-directional antennas, but these frequencies arein high demand by commercial wireless providers. Continued spectrum access is aserious challenge for DoD and will get worse as commercial enterprises’ demands forwireless data and new satellite systems continue to increase.A-2 Information Exchange 1

Core Avionics Master Plan 2012 Appendix A-2Interoperability between Services and among Coalition partners currently reliesheavily on pre-mission configuration planning and system synchronization. Translating,sharing, or "gatewaying" data between dissimilar systems can provide commonoperational visualizations and data distribution. Gateways have been in development formany years. They principally take small pieces of information in one link format andtranslate them into equivalent protocol in a different data link. This approach becomesvery complex as additional data links, formats, or network connections are added.Message correlation between links, loss of precision, and differing data representationsfurther complicate the task.Data gateways and range extensions have been demonstrated through severalinitiatives and fielded experiments. There are no specific acquisition programs of recordfor gateway capabilities; however, the Battlefield Airborne Communications Node(BACN), Joint Range Extension (JRE), and Interim Objective Gateway/ObjectiveGateway (IOG/OG) have proven the benefits of information translation.BACN: is an Air Force system that serves as a BLOS communications relay platformto connect different radio frequencies through a computer controlled bridge in the skycalled a gateway manager. The system includes Tactical Digital Information Link(TADIL) radios to transmit data between aircraft, VHF AM and FM voice radios forground forces, Situational Awareness (SA) data links for ground troops, and satellitecommunications (SATCOM).JRE: Joint Range Extension (JRE) Gateway is a multi-protocol router of Link 16tactical data that provides TADIL-Joint (TADIL-J; NATO designation is Link 16)messaging and voice between LOS terminals or over a BLOS medium. JRE is based onthe Joint Range Extension Applications Protocol-C (JREAP-C) in MIL-STD-3011.JREAP-C is a secure data link interface that encapsulates TADIL-J information into IPbased networks.IOG/OG: is an Air Force family of systems connecting data and voice networks toprovide mission critical information to Joint forces, coalition partners and civilauthorities. Advanced gateway capabilities enable transition from legacy gateways withniche requirements and narrow user-sets to the Global Information Grid (GIG) through arouter/ server and a link back to the IP environment. The system also allows differentdata links, such as Link 16 or TTNT, to communicate with each other. It will also allowlegacy communications systems to connect with the Joint Tactical Radio System(JTRS) and allies’ systems.Strategic Approach: The PMA 209 Communications and Airborne Networking (CAN)team has adopted a three pronged strategy to managing the Naval Aviation Enterprise’s(NAE) communications and airborne networking capabilities:1) Support efforts to maintain the NAE’s existing communications capabilities.2) Indentify and field improvement and upgrades to our current systems which allowthe NAE to expand capabilities through an evolutionary approach where practical.3) Transform our communications and airborne networking capabilities by promotingthe fielding of a Common Operating Environment (COE) across Naval Aviation andsupporting the establishment of standards that enable the rapid fielding ofcollaborative capabilities.A-2 Information Exchange 2

Core Avionics Master Plan 2012 Appendix A-2I. Line of Sight (LOS) Information Exchange.Mandates and Milestones:Multifunctional Information Distribution System – Joint Tactical Radio System(MIDS-JTRS) Initial Operational Capability (IOC). (2010) MIDS-JTRS (or MIDS-J) is aform-fit-function replacement for the MIDS Low Volume Terminal (LVT), which providesenhanced through-put Link 16 for tactical aircraft. It was deployed on Super-Hornet in2011. It provides Tactical Air Navigation (TACAN), Link 16 digital tactical data anddigital voice (J-Voice), and programmable encryption to comply with the NationalSecurity Agency’s (NSA) crypto modernization mandate. It is Software CommunicationsArchitecture (SCA) compliant (i.e. capable of running JTRS software waveforms) andhas additional transceiver slots to accommodate to future upgrades of JTRS waveformsincluding the TTNT waveform.ARC-210 Generation 5 RT-1939(C) IOC. (2012) The Gen 5 ARC-210 was approved forintegration on new production aircraft in 2011 and will be operationally deployed in2012. The Receiver Transmitter (RT) employs a Software Defined Radio (SDR)architecture with an increased frequency range (30-941 MHz) and red-side Ethernetdata port. It includes the capabilities resident in earlier ARC-210 versions. Futuresoftware upgrades will add UHF SATCOM Integrated Waveform (IW), the updated linklayer protocol for Combat Net Radio (CNR), the Second-generation Anti-jam TacticalUHF Radio for NATO (SATURN) waveform, the Enhanced SINCGARS (Single ChannelGround/Airborne Radio System) Improvement Program (ESIP) waveform, theBandwidth Efficient Advanced Modulation (BEAM) LOS waveform, and hooks to supportJoint Precision and Landing Approach (JPALS) and Mobile Users Object System(MUOS) functionality.Digitally aided Close Air Support (DaCAS) baseline implementation (2014). In Dec2009 the Joint Requirements Oversight Council (JROC) approved the Joint FiresExecutive Steering Groups objective to digitally interconnect Joint Terminal AttackController (JTAC) and Joint Fires Observer (JFO) systems with CAS platforms. TheJROC endorsed the Variable Messaging Format (VMF) over CNR as the near term LOSCAS standard protocol, and directed the Joint Forces Command (JFCOM) DaCASChange Control Board to define a common implementation of the appropriate standards(Block 1) by the end of 2010. Block 1 defines a link layer protocol (MIL-STD 188-220Rev D Chg1), a message header standard (MIL-STD 47001D), and the VMF messagestandard (MIL-STD 6017B). CAS mission aircraft must configure for VMF Rev D Chg 1.Capability Element Evolution:A. Interior Communications. This element addresses wireless systems used forcrew members to communicate with each other within the platform.1. Current capabilities. Hardwired and Airframe-based Wireless Intercomm.Naval aircraft primarily use Intercomm Systems (ICS) that require aircrew to beplugged in via a hard cord to an embedded hard-wired system outlet at each operatingstation. This design restricts crew mobility and presents an entanglement hazard duringemergency egress. The current Naval standard for wireless intercom, Airborne WirelessICS (AWICS), is being incorporated into the C-2, H-46, H-53, H-60, UH-1Y and MV-22.A-2 Information Exchange 3

Core Avionics Master Plan 2012 Appendix A-2Core AvionicsCapability EvolutionRoadmaps 2012Line of Sight (LOS) Info ExchangeCapabilityElementsHardwired & Airframe-based Wireless IntercommUninterrupted, Secure LOS Information ExchangeInteriorCommsFully IntegratedSecure Wireless IntercomSecure Wireless IntercomSoftware-defined Programmable Comms/Data with Embedded EncryptionTacticalCommsUHF/VHFCommon Digital Data Exchange [Variable Message Format (VMF) over Combat Net Radio]Increased Interoperability(VMF Rev F)Increased Interoperability(VMF Rev E)Increased CAS Interoperability(VMF Rev D Change 1)DigitallyAided CloseAir SupportVMFVMF Rev E VMF Rev FTactical Common Operating Picture (Link 16)Crypto Mod/Frequency Remapping Concurrent EnhancedMulti-netting ThroughputPermissive& ContestedTacticalData LinksLPI/LPD Data LinkStealth PlatformInteroperability (iMADL)Anti-Access Tactical Data Link (MADL)Anti-AccessTactical DataLinkPoint to Point ISR Data Links [Common Data Link (CDL); Remotely Operated Video Enhanced Receiver (ROVER)]ISR DataLink/FullMotion VideoMultiple LevelSecurity (MLS)Robustness Single/Multiple Independent Level Security Non-programmable COMSEC, HAIPE& Security Embedded ProgrammableEncryptionEncryption Stand-alone[VACM]DaCASBaselineARC-210Gen 5 IOCMIDS-JTRSIOC (2010)Mandates &MilestonesFY: 11 12 13 14 15 16 17 18 19 20Mandate orMilestoneUnfunded PotentialCapability DevelopmentFunded CapabilityEnhancementAdv ResearchOr Tech DevCapabilityBaselineA-2 Information Exchange 4

Core Avionics Master Plan 2012 Appendix A-22. Funded Enhancements and Potential Pursuits.Secure Wireless Intercom. (2012) NSA provided Information Assurancecertification (up to SECRET level with proper software version and appropriately keyed)for the Windtalker Encryption Device (WED). It will provide network security for WirelessICS, enabling aircrew to maintain secured communications, with the cockpit aircrewwhile performing combat duties in the landing zone, to include: medical evacuation,search and rescue, refueling and coordination of operations with ground units such asinfiltration and extraction.Fully Integrated Secure Wireless Intercom. (2015) The CH-53K will install theSamina-SCI FireComm Integrated Secure Wireless Intercom System. FireComm willprovide secure wireless ICS among aircrew and digital-audio enhanced voice warnings.The system has open architecture, digital processing, and is user configurable. Thissystem is also planned for integration into other Service platforms, including AH-64D,C-27J, C-130J, F-15C/D and CV-22.B. Tactical Communications (TAC COM) VHF/UHF.1. Current capabilities. Software-defined, Programmable Digital Comms/Datawith Embedded Encryption.The primary frequency bands used for tactical LOS voice communications andlimited point-to-point and networked data, voice and imagery are Very High and UltraHigh Frequency (VHF and UHF). DoD frequency allocations are 30 – 88 MHz for VHFLo-band and 108-174 MHz for VHF Hi-band, and 225 – 400 MHz for UHF. The latestARC-210 receiver-transmitter variant (RT-1939 Gen 5) radio supports Air Traffic Control(ATC), maritime and civilian first responder bands. The Gen 5 variant supports ATCVoice/HaveQuick/SINCGARS, VMF over CNR, and SATURN LOS fast frequencyhopping waveform for improved interoperability between properly configured NATOcoalition platforms. Joint Strike Fighter (JSF) is incorporating the SATURN waveform.NSA has certified the Gen 5 for Type 1 encryption, giving it modern, embedded, fullyprogrammable information security. Gen 5 also includes hooks for integration ofadditional capabilities when they become available, including VMF Rev D Chg 1, JPALSdatalink, IW and MUOS SATCOM, and Tactical Secure Voice (TSV). The Gen 5 variantrepresents the state of the art in tactical communications. It is considered baselinecapability because it is already fielded in production aircraft, but meets IOC in 2012.C. Digitally aided Close Air Support (DaCAS) / VMF. CNR/VMF standardsenable DaCAS (exchanging digital data vs. voice communications to execute CAS).Due to the development of non-interoperable standards by each Service for exchangeof digital data, the Office of the Secretary of Defense (OSD) directed the Services todevelop a common interoperable method for exchanging digital data over tactical radiosystems. Services established the CNR Working Group (CNRWG) to develop andcontrol a set of standards. CNR standards enable a small number of users to exchangedigital VMF data over LOS radios. They are used extensively by US Army and USMCground forces and in Naval Aviation to support CAS missions. The CNR networkprotocol stack consists of a physical layer, VHF/UHF LOS communications (includingSINGCARS and HAVEQUICK), a link layer protocol MIL-STD-188-220 (Digital MessageTransfer Device Subsystems), a MIL-STD-2045-47001 (Connectionless Data Transfer)application layer header, and the MIL-STD-6017 VMF message standard application.A-2 Information Exchange 5

Core Avionics Master Plan 2012 Appendix A-21. Current capabilities. Common Digital Data Exchange (VMF over CNR).In order to communicate data via bit level standards, all platforms must implementthe same revision levels. Since revisions can occur every 18 months, it is has beendifficult to achieve interoperability amongst ground equipment and air platforms. For thisreason, and the fact that some platforms are yet to implement the standards, CASmissions are still primarily conducted via voice communications today.2. Advance Research and Technology Development.VMF Revision E and F. (2013-14, 2017-18) Jointly managed advanced researchinitiatives are planned to keep pace with VMF obsolescence and operational needs.VMF Revs E and F each add new capabilities or improvements to VMF Rev D Chg 1.3. Funded Enhancements and Potential Pursuits.Increased CAS Interoperability (VMF Revision D Change 1) (2014) To addressthe connectivity problems, the CAS community agreed to make all of the CNRstandards interoperable.Rev D Chg 1 updates MIL-STD-188-220D and MIL-STD-2045-47001D, and includes MIL-STD-6017A. Currently the FA-18 and AV-8B areconfigured to manage different protocol versions of VMF, so JTAC and JFO groundcontrollers are unable to talk to both FA-18 and AV-8B support assets simultaneously.Lack of connectivity with the asset that happens to be first on site can cause loss oftime-sensitive engagement opportunities. Time delays caused by reconfiguringequipment or relaying support requests through other pipes can also result in missionfailure. Standardized protocol enables interoperability with both assets, enabling theground controller to engage with the proper munitions or with a coordinated attack.Aircraft to aircraft interoperability will also allow the airborne assets to improvecoordination in advance of engagement, or more effective on-scene mission handoff.Increased Interoperability (VMF Revision E) (2017). Rev E is funded fordevelopment by 2017. Rev E expands CAS interoperability across other communities.Increased Interoperability (VMF Revision F) (2019). Although Rev F developmentand integration are not currently funded, managers are planning for a FY16 start to keeppace with requirements expansion and inter-system interoperability gaps.D. Permissive & Contested Tactical Data Links. Permissive refers tooperations where there is reduced threat or jamming. Contested refers to operationswhere there is significant but not overwhelming threat or jamming.1. Current capabilities. Tactical Common Operational Picture (Link 16).The primary LOS data link in use by DoD and by many allied/coalition partners isLink 16. The primary capability provided by Link 16 is common SA from sensorgenerated tracks. Link 16 is an anti-jam UHF L-band data link widely deployed onground, maritime and aviation platforms. It enables the exchange of positioninformation, track data via TADIL-J messages and provides two channels of digital J-voice. Link 16 is integrated on F/A-18s, E-2s, EA-6B, EP-3, P-3C, and MH-60R. The F-35, P-8, CH-53K and Broad Area Maritime Surveillance (BAMS) will have Link 16capability. All except E-2C, EP-3 and the F-35 have integrated MIDS-LVT or MIDS-JTRS terminals for this capability. The E-2C and EP-3 employ a Joint TacticalInformation Distribution System (JTIDS) terminal and the F-35B implements Link 16 viatheir Integrated Communication, Navigation, Identification and Avionics (ICNIA) suite.A-2 Information Exchange 6

Core Avionics Master Plan 2012 Appendix A-22. Funded Enhancements and Potential Pursuits.Crypto Modification and Frequency Remapping of Link 16 Terminals. (2015)Cryptographic Modernization (CM) will re-design cryptographic components for Link 16terminals. The plan is to integrate programmable Common Crypto Modules (CCM) thatuse multiple crypto algorithms along with enough memory capacity to store a year'sworth of keys. Additionally, frequency remapping will enable interoperability of Link 16with future radio navigation systems that the FAA may develop. The remap algorithmfavors under-utilized frequencies to smooth out frequency hopping schemes.Concurrent Multi-Netting. (CMN) (2016) CMN addresses the operational need tosimultaneously receive on multiple Link-16 nets. It leverages a Link 16 waveformfeature that allows multiple signals to be received simultaneously (referred to as‘stacked nets’). Current Link 16 nets are designed to allow C2 platforms to listen tomultiple fighter nets. Since Link 16 is a half duplex waveform, these platforms cannotlisten while transmitting. CMN capability will enable the C2 assets to listen to multipleparticipants simultaneously on the limited number of time slots available, and enablefighters to receive data from other fighters while listening to the surveillance net. Anadditional Link 16 receiver is required for each additional net being received. The CMNobjective is to provide a capability to receive on up to four Link-16 nets simultaneouslywhile retaining the capability to transmit.Enhanced Throughput. (2018) Link-16 Enhanced Throughput (ET) provides theability to transmit more information via Link-16 without impacting the RF spectrum.Baseband throughput is increased at the expense of range/waveform anti-jam (AJ)performance. Although there are ET modes that could provide close to an order ofmagnitude increased throughput, modes that achieve useful ranges provide a 3 to 5times increase in data rate. The MIDS-JTRS (MIDS-J) terminal is the only terminalcurrently capable of supporting the ET mode; however the 1553 bus interface to theMIDS-J terminal will still limit achievable data rates.E. Anti-Access Tactical Data Link. Anti Access refers to operations in regionswith a threat level high enough to require Low Observable (LO) platforms.1. Current capabilities. (none). [2015: LPI/LPD Data Link].Naval Aviation currently will not have a 5 th generation Low Probability of Intercept (LPI)or Low Probability of Detection (LPD) data link until 2015.2. Funded Enhancements and Potential Pursuits.Anti-Access Tactical Data Link (Multi-function Advanced Data Link – MADL).(2015) MADL is a Ku Band, short/medium range, directional, dynamic, LPI/LPD IP linkbeing developed by the F-35B/C Joint Strike Fighter (JSF) program. It will be the uniqueLO data link, designed only for the F-35 as an intra-flight data link within the Anti-AccessRegion. It will operate as a linear network ("daisy chain”) architecture optimized for alimited number of nodes.Stealth Interoperability (iMADL) (2018) MADL is proposed to be reengineered towork as an inter-flight LO data link within Anti-Access region and be also integrated onthe F-22 and B-2.A-2 Information Exchange 7

Core Avionics Master Plan 2012 Appendix A-2F. Intelligence Surveillance Reconnaissance (ISR) Data Link / FullMotion Video (FMV).1. Current capabilities. Point to Point ISR Data Links (Common Data Link -CDL, Remotely Operated Video Enhanced Receiver - ROVER).The Standard Common Data Link (STD-CDL) is mandated as DoD’s ISR data linkfor wideband transmission of imagery and signals intelligence. STD-CDL is a LOS fullduplex link capable of operating in either X-band (9750 – 10440 MHz) or KU-band(14500 – 15350 MHz). Both require directional antennas, making CDL a point-to-pointdata link. CDL is deployed on Naval Maritime Patrol platforms, helicopters, Navy ships,and Electro-Optical / Infrared (EO/IR) sensor pods, such as the F/A-18 SharedReconnaissance Pod (SHARP). CDL was originally developed by the Air Force tooperate with the U2. The current Rev F version specifies 15 waveforms that providedata rates from 200 Kbps to 274 Mbps. Interoperability has been an issue for CDLsystems due to lack of standards beyond the specified physical and link layer specifiedin the CDL specification. Unmanned Aerial Vehicles (UAVs) had employed various nonstandarddata links in C, L and S bands to disseminate ISR data until 2005 when STD-CDL was mandated for all UAVs exceeding 30 pounds. A smaller Ku-band Tactical CDL(TCDL) that provides data rates of 10.71 and 21.42 Mbps was developed for smallertactical platforms, helicopters and UAVs. The latest versions of TCDL support data ratesup to 45 Mbps. Man portable receiver terminals have been developed to enable groundtroops to receive Full Motion Video (FMV) from airborne terminals. ROVER providesFMV from airborne platforms to LOS users via airborne, mobile, fixed, or man-portableterminals. ROVER I deployed as an air-to-air C-band communications link for Predatorvideo. ROVER II added air-to-ground support for the same video links. ROVER IIIadded L and Ku band coverage along with more robust packaging. Enhanced ROVERIII added digital video recording. ROVER IV has S-band coverage and smallerantennas. ROVER V is a handheld form factor that employs advanced encryptionstandards.G. Robustness and SecurityCommunications Security refers to the capability to protect information at allclassification levels against unauthorized interception and exploitation. Two aspects ofsecurity related to Information Exchange (IE) are: Cryptographic Encryption (COMSEC)of information, both voice and data) to deny unauthorized individuals informationderived from telecommunications and to ensure the authenticity of information; andTransmission Security (TRANSEC), the component of COMCSEC resulting frommeasures designed to protect transmissions from interception and exploitation bymeans other than cryptanalysis. COMSEC is an important consideration in all three IEdomains: LOS Information Exchange, BLOS Information Exchange, and IP Networking.1. Current capabilities. Single/Multiple Independent Level Security NonprogrammableCOMSEC, High Assurance Internet Protocol Encryptor (HAIPE).SINCGARS, HAVEQUICK, SATURN and Link 16 all employ TRANSEC to providejam resistance and prevent interception of data via frequency-hopping and directsequence spreading using NSA approved algorithms. They also employ NSA Type IA-2 Information Exchange 8

Core Avionics Master Plan 2012 Appendix A-2approved crypto security algorithms for voice/data encryption. Current radios are limitedto operating at one level of security. HAIPE is an NSA trademarked IP Security (IPSEC)Type I encryption standard mandated for encryption of classified information traversingIP networks. The current HAIPE standard is version 1.3.5.Current systems are now also capable of Multiple Independent Levels of Security(MILS) architecture. MILS is a high-assurance security accreditation allowing multiplesecurity levels on the same terminal at separate times. When simultaneous operation isnecessary, singular systems must operate within one security controlled boundary. Datais moved between security domains through trustworthy monitors such as accesscontrol guards, "down-grader" cross-domain tools, or crypto devices. Any MILS versusMultiple Level Security (MLS) accreditation comparison should consider whether thesystem can be limited to one security domain per single device, or if the applicationrequires the accreditation of a single, more complex MLS kernel connecting multipledomains. The benefit of MILS accreditation is that most applications do not requiremaximal assurance between internal components because they are in the samesecurity domain.Existing algorithms currently support secure communications, but are being phasedout because they are no longer compliant with NSA requirements. Many embeddedCOMSEC radios and stand-alone encryption devices are being upgraded to utilizemodern cryptographic algorithms. The Air Force’s Cryptologic Systems Group (CPSG)is developing VINSON (KY-57/58) and ANDVT (Advanced Narrow-band Digital VoiceTerminal) Crypto Modernization (VACM) devices to replace KY-57, KY-58, KY-99, KY-100 and KYV-5 stand-alone encryption devices. VACM devices will be developed inaccordance with the Tactical Secure Voice Cryptographic Interoperability Specification(TSVCIS). The ARC-210’s embedded COMSEC will be upgraded to meet TSVCIS.Other applications will require other modern encryption standards, such as the LinkEncryption Family Interoperability Specification (LEFIS) used by the KIV-7M and theHAIPE Interoperability Specification (HAIPE-IS).2. Funded Enhancements and Potential Pursuits.Embedded Programmable Encryption. (2012) NSA/Central Security Service(CSS) Cryptographic Modernization initiative requirements for Type 1 cryptographicproducts and NSA Information Assurance (IA) Directorate policy expect thatcryptographic engines for DoD equipment will have a software re-programmablecapability. In order to enable timely and affordable upgrades and modernization, futuresystems must eliminate the need to completely replace hardware. New programmableencryption devices will feature modular architectures with the programmability andscalability to accommodate a wide range of link and IP encryption applications.Stand-alone Encryption (VACM). (2014) VACM development is an Air Force ledeffort to provide a Cryptographic Modernization compliant, drop in (Form, Fit &Function) replacement for the KY-57, KY-99A, KY-58, KY-100 and CV-3591/KYV-5stand alone encryption devices. NSA certification is expected to be complete in theFY13/14 timeframe.A-2 Information Exchange 9

Core Avionics Master Plan 2012 Appendix A-2Multi-Level Security (MLS). (2018) Current policies only authorize information flowbetween applications/components in the same security domain. MLS accreditationwould provide an interface capable of allowing a user to access and process content atmultiple classification levels simultaneously within a single system. MLS would beimplemented by separation mechanisms that support both un-trusted and trustworthyapplications through enforcement of one or more internal security policies. NSA hasidentified MLS as a key enabler for effective network centric operations. A CommonOpportunity Review Process (CORP) project will be executed in 2012 to identify therequirements, cost benefit analysis and potential for POM-15 issues to incorporate MLSinto a network server product.A-2 Information Exchange 10

Core Avionics Master Plan 2012 Appendix A-2Beyond Line-of-Sight Information Exchange.Mandates and Milestones:*Note: Until recently, the Joint Tactical Radio System – Airborne and Maritime Fixed(JTRS-AMF) terminal was planned for potential integration into larger aircraft to enablesoftware managed waveforms utilization. Full rate production had been planned for2014. The JTRS-AMF program was cancelled by USD AT&L by and AcquisitionDecision Memorandum in May 2012.Integrated Broadcast Service (IBS)/Common interactive Broadcast (CIB). (2015)Cut-over to a new waveform will occur in 2015. No legacy broadcast support is currentlyanticipated beyond that date. Platform RTs must be modified to receive the new signal.Mobile User Objective System (MUOS) Fully Operational Capability (FOC). (2015)Five MUOS Satellite Communications (SATCOM) satellites in orbit will establish FOC.Force XXI Battle Command Brigade and Below (FBCB2) Shutdown. (2017) U.S.Army will no longer maintain the satellite and command station network infrastructurethat supports FBCB2 after 2017. Platforms wanting to stay plugged into the Joint BFSAnetwork will need to be equipped to manage the next generation JBC-P utility.Capability Element Evolution:A. Narrowband SATCOM / Intel Broadcast.1. Current capabilities. Voice/Digital (UHF Narrow Band / DAMA / IW).The majority of Naval Aviation platforms utilize narrow band UHF SATCOM forBLOS voice. The current UHF Follow On (UFO) satellite system allocates specificlimited channels for particular services, such as Fleet Secure Voice Common, FleetSatellite High Command Network (SHCN), Tactical Information Broadcast System(TIBS), or Fleet Flash Net (FFN). Demand Assigned Multiple Access (DAMA) waveformis used to manage military UHF SATCOM usage. The ARC210 is typically used forvoice and limited data exchange. The Multi-mission Advanced Tactical Terminal (MATT)is used by platforms requiring access to threat broadcast services. The current UFOSATCOM satellite constellation is vastly over-subscribed and has outlasted its plannedservice life. By 2015, UFO is expected to have only 40% of its current access capacity.Integrated Waveform (IW) was designed as an upgrade to DAMA to increasethrough-put capacity by using more efficient and tighter time partitioning. IW affords amarked improvement in voice quality, a nearly threefold increase in available accesses,improved link margin, and faster, more efficient, more user-friendly terminal operation.Phase I only provides pre-planned pre-assigned services as described in MIL-STD-188-181C and MIL-STD-188-183B. It employs spot beams to enable services on UHFSATCOM networks to run higher performance applications that require more bandwidth.IW is backwards compatible with DAMA. Users of IW can communicate with DAMAusers by creating wider IW timeslots that match DAMA timeslots. EUCOM andAFRICOM are requiring in-chopping forces to be IW capable.A-2 Information Exchange 11

Core Avionics Master Plan 2012 Appendix A-2Core AvionicsCapability EvolutionRoadmaps 2012Beyond Line of Sight (BLOS) Info ExchangeVoice/Digital (UHF Narrow Band / DAMA / IW)Uninterrupted, Secure BLOS Information ExchangeIncreasedAccess(MUOS)CapabilityElementsMandates &MilestonesFY: 11 12 13 14 15 16 17 18 19 20NarrowbandSATCOM /IntelBroadcastIncreased Access(IW Phase 2)WidebandSATCOMCommon ThreatBroadcast (IBS/CIB)Unencrypted Commercial Satellite Services (INMARSAT)BFSA GIG Connectivity& Gateway InterfacesAdvanced Wideband Satellite Services (AEHF, WGS)HF, HF Automatic Link Establishment (ALE), HF Internet Protocol (IP)Increased Throughput (Wideband HF)HighFrequency(HF)Expanded BFSAApps (JBC-P)Aircraft Encryption and HigherData Rate BFSA (BFT2)Global Coverage (Cross linked LEOs - Iridium Next)Increased BW (Extended L-band AlphaSat I-XL or INMARSAT XL)High Data Rate AviationTerminal (HDRAT)Ka Band INMARSATGlobal XpressReduced Size AntennasMUOSFOCIBSCIBRobustness& SecurityArcLight CommercialKu band SatelliteSingle/Multiple Independent Level Security Non-programmable COMSEC, HAIPEMultiple LevelSecurity (MLS)Stand-aloneEncryption [VACM]Embedded ProgrammableEncryptionFBCB2ShutdownIntermediateBandwidthSATCOMMandate orMilestoneUnfunded PotentialCapability DevelopmentFunded CapabilityEnhancementAdv ResearchOr Tech DevCapabilityBaselineA-2 Information Exchange 12

Core Avionics Master Plan 2012 Appendix A-22. Funded Enhancements and Potential Pursuits.Common Threat Broadcast (Integrated Broadcast Service - IBS / Commoninteractive Broadcast - CIB). (2015) IBS is an integrated, interactive intelligencedissemination system that provides vital situational awareness and rapid threat warninginformation to the warfighter. CIB will replace or integrate services currently provided byvarious IBS legacy intelligence broadcasts, including IBS-LOS (formerly TacticalReconnaissance Intelligence Exchange System - TRIXS), IBS-S (Tactical RelatedApplications Data Distribution System - TDDS) and IBS-I (TIBS). A phased switchoverto the IBS-CIB is planned to begin in 2012. Prior IBS services will cease operation onceenough IBS-CIB capable terminals are fielded. Cut-over will occur in 2015 and nolegacy broadcast support is currently anticipated beyond that date. The P-3, E-2C, EA-6B and EA-18G have a receive-only IBS requirement and use MATT receivers. The EP-3E uses the Commander's Tactical Terminal/Hybrid Receiver (CTT/HR) because itrequires a transmit capability as an information provider. Neither the MATT nor theCTT/HR can be economically upgraded to run CIB and its associated crypto, so theyare no longer in production. The EA-18G is pursuing a receive-only variant of the JointTactical Terminal (JTT-IBS) which will require a hardware and software modification torun CIB. The EA-6B and E-2C receive-only platforms are buying the Universal SerialBus – Embedded National Tactical Receiver (USB-ENTR) with Smart Mount to providethe full capability that the MATTs currently have, as well as the ability to be softwareupgraded to the CIB at the appropriate time. All MATTs are planned be replaced prior to2015 for most platforms except the EA-18G, which may require continued operationsout to 2018. The EP-3E will replace their CTT/HR with the JTT-IBS, and plans to accessthe IBS network through SIPRNET using broadband SATCOM connectivity. The P-8 isalso investigating the feasibility of using this method to receive IBS information, but mayconsider installing the USB-ENTR starting in 2018.Increased Access (IW Phase II) (2017) Phase II IW will add pre-planned demandassigned and ad hoc services as described in MIL-STD-188-182B. While these featureswill not increase the simultaneous user capacity, the effective capacity will increasebecause users will release resources when they are not in use (dynamic access).Phase II IW will also add CIB software.Increased Throughput and Access (Mobile Users Objective System - MUOS).(2018) MUOS is the next generation of tactical narrowband UHF Military SATCOM andis the replacement constellation for UFO. MUOS will enable world wide BLOS IPconnectivity to the Defense Information Systems Network (DISN), which in turn providesconnectivity to the Global Information Grid (GIG). MUOS satellites will have twocommunications payloads: a legacy UFO payload and a MUOS payload. The MUOSsatellites’ legacy payloads will extend the capability timeframe for platforms configuredwith legacy terminals. This will allow for a gradual transition to the MUOS WidebandCode Division Multiple Access (WCDMA) waveform. Higher bandwidth users (usuallystrategic intelligence mission assets) will be prioritized for integration, which will openmore access to the legacy waveform channels for tactical platforms.Although the MUOS satellites host a legacy SATCOM payload that is fullyinteroperable with today’s terminals, the planned capacity of the legacy UFO payload onthe MUOS constellation will be less than half of the current capacity. Unlike past UHFA-2 Information Exchange 13

Core Avionics Master Plan 2012 Appendix A-2SATCOM waveform developments which maintained backward compatibility duringevolution from dedicated access, to DAMA, to Integrated Waveform (IW), MUOS willemploy a completely new waveform that is not interoperable with the legacy waveforms.This difference in waveforms and the reduction of UFO SATCOM payload capacity willimpact require some platforms to replace or upgrade their RTs in order to maintainBLOS connectivity. Gen 5 ARC-210 RTs should be able to upgrade via software loads,if the MUOS waveform integration gets prioritized and funded.The new MUOS waveform is also called the Common Air Interface (CAI). CAIadapts a commercial third generation (3G) Universal Mobile TelecommunicationsSystem (UMTS) WCDMA cellular phone architecture to a military UHF SATCOMsystem using geosynchronous satellites in place of cell towers. MUOS employs 16beams per satellite which allows for better uplink gain/downlink power and spectralreuse within the satellite footprint. Each beam supports four WCDMA carriers, whichequates to 64 WCDMA beam-carriers per satellite. A beam-carrier in MUOS isanalogous to a cell tower in the commercial UMTS. This allows for a capacity equivalentto 16,332 accesses of 2.4 kbps channels, compared to the 1078 channels available withlegacy UFO satellites using DAMA today. MUOS also implements a packet switchednetworking infrastructure for all voice and data communications using the IP suite. AllMUOS communications will be directed through the Radio Access Facility (RAF) on theground and can be routed from there to any other MUOS satellite or the DISN via theTeleport interface.There are three primary components to establishing MUOS capability: terminals,infrastructure (satellites and control facilities), and the waveform. Terminals are not partof the MUOS program and therefore not controlled by PMW-146. Instead the JTRSprogram is responsible for the development of terminals and the red side waveform. Ifthe ARC-210 program obtains funding for MUOS, it will port the JTRS developedwaveform for MUOS capability. Initial on-orbit capability of the infrastructure will beavailable at the end of Q1 FY12 with Full Operational Capability (FOC) (four satellitesplus one on orbit spare) by the end of Q4 FY15. The scheduled release of the combinedred and black side waveform is schedule for Q1 FY13.B. Intermediate Bandwidth SATCOM.1. Current capabilities. Unencrypted Commercial Satellite Services (INMARSAT).INMARSAT is a commercial satellite company that manages a geosynchronoussatellite system to enable world-wide information exchange between UHF L bandcapable terminals. It is used extensively by the US Navy for BLOS connectivity to shoresites. It provides IP connectivity (which DoD will not be able to provide until MUOS isavailable). INMARSAT also currently provides greater per user throughput and systemcapacity than MUOS will. INMARSAT satellites enable users to connect through internetor Public Switched Telephone Network (PSTN) to any location in the world via groundentry points referred to as Radio Network Controllers (RNC).INMARSAT aeronautical services: Voice, low speed data and safety communications including satellite-aided ATC;Automatic Dependent Surveillance - Broadcast (ADS-B) and Controller/Pilot Data LinkCommunications (CPDLC).A-2 Information Exchange 14

Core Avionics Master Plan 2012 Appendix A-2 $10 per minute Swift 64 dial-up Integrated Services Digital Network (ISDN)service, up to 64 Kbps per channel (channels may be bonded to achieve higher rates). SwiftBroadBand (SBB) always-on 3G IP simultaneous voice and data. SBBincludes $8 per megabyte (MB) Standard IP service designed to support standard webaccess (e.g. file transfer, email, chat) with variable bit rates up to 492 Kbps (dependenton traffic), and $12 per minute Streaming IP service with reserved (guaranteed) usercapacities from 8 to 256 Kbps for time critical data, including VoIP, and streaming video.The US Army and USMC have widely fielded Force XXI Battle Command andControl (FBCB2) Blue Force Tracking (BFT) on their ground vehicles and rotary wingaircraft operating in support of ground forces. Navy HH-60H and MH-60S AirAmbulance aircraft have also been equipped with FBCB2 BFT. This system operatesover a commercially encrypted, half-duplex, L-band INMARSAT network to provide twowaySA and C2 messaging between the front line warfighter and higher echeloncommand posts. As installed in aircraft, the system automatically reports PreciseLocation Information (PLI) every 2300 meters of movement or one minute of flight,whichever occurs first. An Electronic Data Manager (EDM - digital kneeboard) providesthe display of the Falcon View moving map and incoming BFT data to the aircrew. Thesystem supports a tailored set of VMF C2 messages, including Free Text. Users claimBFT networks are providing 90 percent of the Common Operational Picture (COP).2. Advance Research and Technology Development.Beyond the KGV-72 Type 1 encryption upgrade, technology development effortsassociated with BFT are focused on demonstrations in which aircraft sensorsautomatically report SA, incoming-fires, and general status through the BFT BLOS link,and gateways that connect BFT data to other protocols and waveform networks.Increased Bandwidth (Extended L-Band AlphaSat I-XL or INMARSAT XL).(2013-2017) The AlphaSat is INMARSAT’s new satellite, planned for launch in 2012. Itis designed with increased capacity, 750 channels and 400-500 spot beams. Only oneis currently planned for launch to provide additional capacity to Europe, the Middle Eastand Asia. AlphaSat will be operational in 2013 and provide the following benefits:Same service with smaller user equipment.Higher throughput with existing user equipment.Same throughput with existing equipment, with less satellite usage and lower cost.Global Coverage (Cross Linked Low Earth Orbit (LEO) Satellites - IridiumNext). (2015-2017) Iridium NEXT will provide continuous coverage over the entireEarth’s surface. Each satellite will be cross-linked to four other satellites. These links willcreate a dynamic network in space. Voice and data traffic will be routed among Iridiumsatellites without touching the ground, ensuring a more reliable connection. IridiumNEXT’s improvements will include data rates up to 1 Mbps, Ka-band service, privatenetwork gateways, and broadcast and netted services. The constellation will also hostpayloads that leverage Iridium satellite cross-links to enable earth side control centersto deliver additional sensor data to participating entities.A-2 Information Exchange 15

Core Avionics Master Plan 2012 Appendix A-21. Funded Enhancements and Potential Pursuits.Future JBC-P software upgrades are scheduled to begin fielding in the FY15timeframe. They will support interface with onboard sensors and subsystems such asradar warning receivers and laser threat detectors. The system is also planned toprovide enhanced capabilities such as white boarding, Voice over Internet Protocol(VoIP), and exchange of still photo imagery. The Army has included high speedcommunications links into the design which are intended to facilitate interoperability withGIG Enterprise Services via Net-Centric Service Gateways, as well as to provideconnectivity with existing systems such as LINK16.Aircraft Encryption and Higher Data Rate BFSA (BFT2). (2014) The Army-MarineCorps Board, under the guidance of the JROC, developed a strategy to convergeseveral separate C2/SA systems to a common baseline. In May of 2008, the JROCapproved the Joint Battle Command – Platform (JBC-P) Capabilities DescriptionDocument (CDD). The transition to JBC-P is enabled by upgrading to the Blue ForceTracker 2 (BFT2) hardware and adding KGV-72 Type 1 encryption. The resultingsystem begins fielding for ground forces late in FY11 and on aircraft by FY13. It willprovide NSA certified Type 1 encrypted, full duplex, near real time SA and C2messaging between the front line warfighter and higher echelon command posts.Currently, FBCB2 latency is on the order of 6-8 minutes, which is not sufficient fortracking fast moving friendly aircraft. BFT2 is projected to automatically report PLI every500 meters of movement with an reduction in data latency to a threshold target of 8seconds, with an objective target of 4 seconds.FBCB2 to BFT2 enhancements: 2.6 kbps to 122 kbps download. 0.27 kbps to 3 kbps upload 600 msg/min to 7500 forward, 5000 return Half duplex to Full duplex Upgrade to IP based exchange Addition of email Addition of Type 3 data securityExpanded BFSA Applications (Joint Battle Command – Platform, JBC-P).(2016) The Army typically fields incremental systems enhancements in ‘Capability Sets’(CS). Future Army managed JBC-P software CS15-16 upgrades are scheduled to beginfielding in the FY15 timeframe. They will support interface with onboard sensors andsubsystems such as radar warning receivers and laser threat detectors. The system isalso planned to provide enhanced capabilities such as white boarding, Voice overInternet Protocol (VoIP), and exchange of still photo imagery. Navy and Marine Corpshave not established a formal BFSA program of record. Procurement of equipment hasbeen incrementally resourced via annual Overseas Contingency Operations funds. InPOM-14, an issue was submitted to establish a centralized program of record to alignwith Army capability evolution, organize conversion to next generation JBC-P, manageintegrations of new associated equipment, and establish an effective sustainmentinfrastructure. The driving imperative behind the budget issue is that the FBCB2 satellitearchitecture will be dismantled by 2017, resulting in current users losing critical existingSA/COP and operational interoperability.A-2 Information Exchange 16

Core Avionics Master Plan 2012 Appendix A-2Global Information Grid BFSA Connectivity and Gateway Interfaces. (2018) TheArmy has included high speed communications links into the JBC-P design which areintended to facilitate interoperability with GIG Enterprise Services via Net-CentricService Gateways, as well as to provide connectivity with existing systems such asLink 16. These capabilities are expected to be enabled with CS17-18.C. Wideband SATCOM.1. Current capabilities. Advanced Wideband Satellite Services (AdvancedExtremely High Frequency - AEHF, Wideband Global SATCOM - WGS).The AEHF satellite provides ten times more capacity and moves data six times moreefficiently than the five Military Strategic and Tactical Relay (MILSTAR) IIcommunications satellites currently in use. The higher data rates can send video,battlefield maps, targeting data and other communications in real time. The first AEHFsatellite was launched in 2010. AEHF will supply global, secure, jam-resistant andsurvivable strategic communications for high priority assets. E-6B currently employs aMILSTAR II terminal and is a candidate for a new terminal to support the Extended DataRate (XDR) capability of AEHF satellites. The Family of Advanced BLOS Terminals(FAB-T) was to provide this capability for airborne platforms, but the program wasdiscontinued. The WGS system is being launched to support DoD’s increasing demandfor BLOS transmission of ISR data, specifically Full Motion Video (FMV). ExistingElectro-Optical/InfraRed (EO/IR) sensor compressed FMV exchange requiresapproximately 5 Mbps data rate. WGS is a replacement for the Defense SatelliteCommunications System (DSCS) and provides ten times the capacity of DSCS. Eachsatellite provides up to 2-3 Gbps of capacity. Five satellites will provide a total capacityof approximately 11 Gbps by 2012. Each satellite has multiple beams, each supportinga 125 Mhz channel which can be sub-divided down to 2.6Mhz increments. WGSterminal antenna size depends on the platform’s required data rate. One terminal indevelopment utilizes a 45 inch antenna to achieve 50 Mbps. VIP aircraft are also usingevolving Commercial Broadband Satellite Program (CBSP) terminals.2. Advance Research and Technology Development.Reduced Size Antennas. (2013-2015) Current antennas available to implementWideband SATCOM on many air platforms are too large, too costly and difficult toinstall. In order to reduce the integration cost and complexity, industry is researchingdevelopment of smaller antennas and other conformal solutions. Smaller antennaswould also allow integration onto non-central areas of air platforms where there aresignificant space restrictions. These technologies are still limited to innovative researchand demonstration projects.3. Funded Enhancements and Potential Pursuits.ArcLight Commercial Ku Satellite Terminal. (2012) Commercial Ku band satellitetechnology will provide affordable, 2-way, always-on, broadband IP access to mobileground, airborne, and maritime platforms. Commanders, sensors, and weaponssystems will be able to interact seamlessly to establish a real-time view of the battlefieldand allocate firepower as effectively as possible. Ku band terminals are currently underdevelopment and planned for installation on P-3 Special Projects Aircraft (SPA) andLittoral Surveillance Radar System (LSRS) aircraft.A-2 Information Exchange 17

Core Avionics Master Plan 2012 Appendix A-2INMARSAT Global Xpress Ka Band Satellite System. (2014) In addition to itscurrent L-band services, INMARSAT has embarked on a new capability and will soonbe launching a new satellite service in the Ka band. Global Xpress has been designedfrom the bottom up to meet the requirements of government aviation applications suchas intelligence surveillance and reconnaissance, which require high sustained datathroughput. Global Xpress will provide 50 Mbps downlink and 5 Mbps uplink speeds.INMARSAT expects to have the service in place starting in 2014. As of yet, there are noNaval Aviation programs currently planning to use this service.High Data Rate Aviation Terminal (HDRAT). (2017) HDRAT would provide forsecure Ka/Ku high data rate satellite links (over commercial and government ownedassets) and LOS communications supporting Airborne Intelligence, Surveillance, andReconnaissance (AISR) platforms. It would also provide AISR platforms with antennasolutions, modem assemblies, and the appropriate waveforms capable of supportinghigh resolution sensor data and C2 links at speeds up to 274 Mbps (platform andmission dependent).D. High Frequency (HF).1. Current capabilities. HF, HF Automatic Link Establishment (ALE), HFInternet Protocol (IP).HF radios operate between 3 and 30 MHz and are still maintained on platforms thatcan accommodate the antennas for back-up BLOS communications. HF commonlyuses ionosphere propagation of radio waves to span BLOS distances. HF datatransmissions typically operate at user data rates 1200 to 2400 bps with advancedmodem waveforms capable of 9600 bps within 3 kHz channels. HF amplifiers typicallytransmit at 20 to 150 Watts for portable units and up to 2000 Watts for high powerstations. HF usage enables ad hoc connectivity (no prior access permissions or timeslot coordination required).HF - Automatic Link Establishment (HF-ALE) was developed based on the militarystandard for interoperability and performance standards for medium and high frequencyradio systems (MIL-STD-188-141A and -141B). HF-ALE enables the radio to initiate acircuit between itself and another HF radio station or network of stations along withautomated frequency selection for the connection. ALE also incorporates NATOStandardization Agreement (STANAG) 5066, which specifies protocols which separateapplication data and modem/radio level information.HF internet Protocol (HFIP or HF-IP) is usually associated with ALE and HF radiodata communications. HFIP provides protocol layers enabling internet file transfer, chat,web, or email.2. Funded Enhancements and Potential Pursuits.Increased Throughput (Wideband HF). (2018) Wideband HF is a waveform indevelopment that will be able to offer users higher data rates over HF. MIL-STD-188-110C is the military standard for HF digital voice.E. Robustness and Security. (see LOS Information Exchange Section G.).A-2 Information Exchange 18

Core Avionics Master Plan 2012 Appendix A-2II. IP Networking.Mandates and Milestones:Internet Protocol Version 6 (IPv6) Implementation. (2008) In 2003 a DoD ChiefInformation Officer Memorandum directed the implementation of IPv6 within DoD forapplications interfacing with the Global Information Grid (GIG). This guidance alsocovers Mobile IPv6 (MIPv6). Follow-on guidance set Dec 2008 as the target compliancedate for all DoD network systems. The main impetus for moving to IPv6 was theexpectation that by 2010, worldwide demand for IP traffic would exceed the 4 billionaddresses provided by 32 bit IPv4. IPv6 uses a 128 bit address which enables avirtually infinite number of addresses. The extended header size of IPv6 requiresadditional bandwidth, which is problematic for tactical links operating in limited spectrumand exchanging short messages.Automated Digital Network System (ADNS) Increment III. (2016) The US Navy isconverting IP Wide Area Network (WAN) to Cipher Text (CT). All platforms connectingto the Navy WAN must be Increment III compliant by 2016.Capability Element Evolution:A. Tactical Airborne Network Local Area Network (LAN).1. Current capabilities. (none). [2016: Wideband Airborne Networking at theTactical Edge: Tactical Targeting Networking Technology (TTNT)].There currently is no airborne equivalent to ground-based LANs. The challenge hasbeen to identify a wireless waveform and architecture capable of the bandwidth andsecurity robustness presented by LANs. TTNT had been successfully demonstrated toprovide higher bandwidth connectivity in flight testing in 2005, and used as a backbonenetwork in multiple Joint Fleet Exercises (JFEXs) through 2009. However, delays wereencountered as the Services tried to Jointly commit to a single waveform. Ultimately,Navy convinced DoD that it was their best option to achieve a near to mid-term solutionto meet their requirements.2. Advance Research and Technology Development.Secure Waveform Development & Protocols [TTNT Version 7.0] (2011-2013)The Air Force, Navy, and Joint Tactical Radio System (JTRS) Network EnterpriseDomain (NED) have continued development of a TTNT JTRS Software CompliantArchitecture (SCA) waveform which has been designated as version 7.0. The CriticalDesign Review (CDR) for this version was completed in 2008 and the JTRS NEDschedule for completion of the waveform is 4Q 2013. The TTNT Version 7.0 waveformwill provide the following improvements over earlier versions:Improved data efficiency through decreased message overhead requirements.Improved routing methods through destination and distance evaluations.Link Adaptation to allow spectrum reuse.New algorithms to reduce retransmissions and multicast messaging.Improved Signal In Space performance.Compliance with JTRS Software Compliant Architecture (SCA).Compliance with NSA Unified Information Security Criteria (UISC) requirements.A-2 Information Exchange 19

Core Avionics Master Plan 2012 Appendix A-2Core AvionicsCapability EvolutionRoadmaps 2012Internet Protocol NetworkingNetwork Centric Warfare & Information DominanceCapabilityElementsMandates &MilestonesFY: 11 12 13 14 15 16 17 18 19 20Wide AreaNetworking(WAN)Wideband Airborne Networking at theTactical Edge [Tactical TargetingNetworking Technology (TTNT)]Robustness& SecurityWideband Tactical Networking (TTNT )Secure Waveform Development& Protocols [TTNT v7.0]Interoperability w/ Tactical EdgeGround Networks [SRW to WNW]GIG Connectivity [Navy Wide Area Network (WAN)]TacticalAirborneNetwork(LAN)Wideband Networking Waveform (WNW);Soldier Radio Waveform (SRW)TacticalGroundNetwork(LAN)Cipher Text Backbone, IPv6/IPv4 dual stack, ConvergedIP/Enhanced QoS, Increased Bandwidth [ADNS III]Single/Multiple Independent Level Security Non-programmable COMSEC, HAIPEMultiple LevelSecurity (MLS)Stand-aloneEncryption [VACM]Embedded ProgrammableEncryptionADNSIncrement IIIIPv6 (2008)Mandate orMilestoneUnfunded PotentialCapability DevelopmentFunded CapabilityEnhancementAdv ResearchOr Tech DevCapabilityBaselineA-2 Information Exchange 20

Core Avionics Master Plan 2012 Appendix A-22. Funded Enhancements and Potential Pursuits.Wideband Tactical Networking (TTNT). (2016) Navy has selected TTNT as its bestopportunity to establish dedicated wideband networking capability. The current versionof the waveform, employed in legacy terminals, is version 6.0. The Unmanned CombatAir System – Navy (UCAS-N) program employed Engineering Development Model(EDM) terminals to accomplish carrier arrestments using a surrogate FA-18D. TTNT isan IP networked waveform that compliments Time Division Multiple Access (TDMA)waveforms like Link 16 in scenarios where broad dissemination of data is importantand/or when timeliness and accuracy of data delivery are most important. TTNT is fullduplex at the link layer, offering efficient, robust, scalable, simplistic operation for fastmovers and other nodes that need information collected by ISR assets and C2 nodes.The chief benefits of TTNT include no network preplanning, dynamic net join and exit,scalability, and automatic network capacity allocation. Multi-level traffic prioritization andclass of service messaging ensures the delivery of key data, on time. TTNT integrationhas been demonstrated on FA-18, E-2C and major ground C2 stations. The fundedprogram completes development of TTNT version 7.0 increments 3 and 4 for the JTRSwaveform repository, testing of TTNT JTRS terminals and testing of compatibility withQuint Networking Technology terminals.B. Tactical Ground Network (LAN).1. Current capabilities. (none). [2014: Interoperability with Tactical EdgeGround Networks (WNW and SRW)].There is not a current capability for Interoperability with the Tactical Edge groundnetworks, but the JTRS Joint Program Office (JPO) is developing Wideband NetworkingWaveform (WNW) and Solider Radio Waveform (SRW) to fill this capability. So far, noNaval Aviation platforms have committed to integrate this capability.2. Advance Research and Technology Development.Wideband Networking Waveform (WNW). (2010-2014) WNW was originallyconceived as the JTRS multi-service LOS IP networking waveform. WNW will provide atactical Wireless Local Area Network (WLAN). WNW features include: Multi-Level Security (MLS), multi-waveform and multi-channel radio and route/retransmit– environmentally adaptive modes trade off throughput for Anti-Jam(AJ). Support for up to 250 nodes and data rates up to 2 Mbps. Mobile Ad hoc Networking (MANET) – self forming, self healing, Quality ofService (QoS) network. Scalable network architecture supporting flat and hierarchical network topology Efficient use of capacity via distributed Time Division Multiple Access (TDMA)with dynamic slot allocation.WNW is viewed by the US Army as the Battalion level network and is primarily usedfor ground and rotary wing platforms. The Navy and Air Force sponsored anindependent review of WNW to determine its applicability to airborne networking andthen decided to pursue the TTNT alternative. The requirements for this waveform weredeveloped in a JAN-TE Functional Description Document (FDD).A-2 Information Exchange 21

Core Avionics Master Plan 2012 Appendix A-2Soldier Radio Waveform (SRW). (2010-2014) SRW is a JTRS waveform beingdeveloped for dismounted and unattended applications with severe Size Weight andPower (SWaP) constraints. The US Army plans to utilize SRW as a stub network,interconnecting to other stub networks via WNW. Waveform characteristics include: 3 Signals in Space: SRW, AJ and Low Probability of Intercept / Low Probability ofDetection (LPI/LPD). Features to minimize SWaP: incorporation of a network architecture thatminimizes power demands, optimizes voice communications, and minimizesprocessing requirements. Formation of stub/leaf networks that rely on WNW for backbone services. Unique security requirements that support unclassified and classified nodes.The waveform is designed to operate in varying bandwidths from 75 KHz to 32 MHzand operating frequencies from 225 MHz to 2.5 GHz. The SRW waveform has athreshold data rate requirement of 1.2 Mbps in a 1.2 MHz channel. Achievable range isa function of the path loss, which is a function of terrain, geometry and operatingfrequency.C. Wide Area Networking (WAN).The GIG is defined as: The globally interconnected set of information capabilities,associated processes and personnel for collecting, processing, storing,disseminating, and managing information on demand to warfighters, policy makers,and support personnel. The GIG includes all owned and leased communications andcomputing systems and services, software (including applications), data, securityservices and other associated services necessary to achieve information superiority.It also includes National Security Systems. The GIG supports IP networking inaccordance with the Internet Engineering Task Force (IETF) established standards.The Defense Information Security Agency (DISA) procures and controls the DefenseInformation System Network (DISN), which provides the transport infrastructure(teleports, leased lines and commercial satellites) to enable GIG connectivity. Teleportsare shore satellite gateways linking deployed forces to the GIG via connectivity tomultiple satellite systems. DISA also manages the development of infrastructureservices referred to as Net Centric Enterprise Services (NCES) that enable user access(portals), content discovery and delivery, and synchronous collaboration in a serviceoriented architecture foundation. Further services and additional capabilities areexpected to be forthcoming in accordance with the JROC approved GIG 2.0 InitialCapabilities Document (ICD).1. Current capabilities.The Navy organic shore infrastructure that interfaces Naval forces with theDISN/GIG is made up of Naval Computer and Telecommunications Area MasterStations (NCTAMS), Naval Computer and Telecommunications Stations (NCTS) andNetwork Operations Centers (NOC). PMW 790 manages this infrastructure to providethe Navy WAN. The Automated Digital Network System (ADNS) serves as the tacticalWAN, providing the network infrastructure and services for Navy IP network operations.A-2 Information Exchange 22

Core Avionics Master Plan 2012 Appendix A-2ADNS enables deployed ships, subs and aircraft to interface with the shoreinfrastructure and connect to the DISN/GIG. ADNS integrates hardware, software RadioFrequency (RF) links and services to provide a mobile WAN. The current version,ADNS increment II, provides the following capabilities:Interconnects multiple security enclaves in a common architecture.Utilizes multiple simultaneous RF links for reach back and reach forward.Supports QoS by prioritizing data and implementing priority processing.Interfaces to platform LANs.SPAWAR PMW-160 manages the ADNS program. PMW-750 is the Air IntegrationOffice responsible for coordinating efforts with NAVAIR platforms. PMW-750 is currentlyworking with NAVAIR program offices to integrate ADNS on E-2C, EP-3E, P3-C, P-8A,MH-60R and BAMS. SPAWAR provides an airborne ADNS package, designatedAN/USQ-144(V)8, as a three-quarter Air Transport Rack (ATR) form factor. Platformsare procuring other routers that must be loaded with an ADNS routing template andtested by SPAWAR for compatibility in order to connect to the ADNS network. ADNSinterfaces to RF links on these platforms including HF-IP (E-2C, P8A), INMARSAT Swift64 (EP-3E), INMARSAT Swift Broadband (P-3C Anti-Submarine Warfare ImprovementProgram [AIP], P-9A, Broad Area Maritime Surveillance [BAMS]), Wideband GlobalSATCOM (WGS - BAMS), and Common Data Link (CDL - proof of concept on MH-60R).2. Funded Enhancements and Potential Pursuits.Cypher Text Backbone, IPv6/IPv4 dual stack, Converged IP/Enhanced Qualityof Service, Increased Bandwidth (ADNS III). (2016) ADNS increment III is the nextgeneration of ADNS and is currently implemented in NCTAMS LANT and PAC andbeing fielded on ships. The primary requirement being met by ADNS III is the GIGrequirement to implement a Cipher Text (CT) core, implemented via NSA approved IPSecurity (IP Sec) standards known as High Assurance Internet Protocol Encryption(HAIPE). In order to maintain backward compatibility with Increment II configuredplatforms not implementing HAIPE, both increments will be operating in the shoreinfrastructure through 2015. IOC for a switch over to Increment III is 2016. Thisincrement will provide:CT Backbone (‘black core’) routing in compliance with GIG requirement.IPv6/IPv4 dual stack (IPv6 in compliance with GIG requirements).Converged IP/Enhanced QoS – All traffic, voice, data and video, will be IP withdynamic Quality of Service (QoS) and bandwidth management.Load distribution over all RF links.Increased bandwidth 25 / 50 Mbps per platform (requires capable RF link).D. Robustness and Security. (see LOS Information Exchange Section G.).A-2 Information Exchange 23

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Core Avionics Master Plan 2012 Appendix A-3Scope:Appendix A-3NavigationThis section addresses avionics that enable terrestrial-based, aircraftreferenced,shipboard and space-based navigation systems, including inertial referenceunits, position reference receivers, antennas, waveforms and chart media.Capability Evolution:Capability Capability Desired WarfightingEnablersElements Enhancements Capabilities• Attitude &Altitude• En-route &Terminal AreaManeuver• InformationMedia• Recovery• Robustness& Security• Gyros & RadarAltimeters• NavigationReceivers• Paper &Electronic Charts• RF NavAids,Radars, JPALS• Antennas• IncreasedAccuracy• MGUE• Electronic Charts• Improved ACLS• Differential GPS• Jam ResistanceBaseline Enhancement Objectives and Transition Strategy.• Global Access & Mobility• Dominant Maneuver• Precision Engagement• All Weather Operations• Deployment to Austere andSevere Environments• Navigation Warfare•Objective: Global Maneuver and All-Weather RecoveryNavy Sea Strike and Sea Basing and Marine Corps Expeditionary ManeuverWarfare critically depend upon accurate navigation to achieve their objectives.Terrestrial-based systems (Non-Directional Beacon [NDB], VHF Omni-DirectionalReceiver [VOR], Distance Measuring Equipment [DME], Tactical Air Navigation[TACAN] and radars) have been the mainstay of airway and terminal operations fordecades. Operators have been authorized to utilize GPS signal accuracy to performprecision strike operations for several years, but have only recently been configured andauthorized to use GPS as a primary positioning sensor during InstrumentMeteorological Conditions (IMC) navigation enroute and in terminal flight operations.Commercial navigation technology and equipment have undergone significanttransformation; however Naval Aviation platform precision navigation certifications havebeen more limited because many of them have not been modified with a GPS systemthat can meet “integrity” standards (sufficiently high probability of availability andaccuracy), using approved navigation databases and digital glass displays. TheCommunications Navigation Surveillance / Air Traffic Management (CNS/ATM) programis outfitting cockpits with the digital frameworks and components required to get themcertified for GPS-based lateral separation. The GPS L1 Standard Positioning Service(SPS) and L1/L2 Precise Positioning Service (PPS) signals also provide extremelyaccurate time data used for the synchronization of many communications and datalinksystems. Military GPS equipment must eventually be modified to take advantage of thenew GPS Military Code (M-Code) signal that will be broadcasted from modernizedspace vehicles.A-3 Navigation 1

Core Avionics Master Plan 2012 Appendix A-3Core AvionicsCapability EvolutionRoadmaps 2012NavigationRing-Laser Gyros, Fiber Optic Gyros; Low Probability of Intercept AltimetersRadio NavAids; GPS Signal; Radar; Air Traffic ControlGlobal Maneuver & All-Weather RecoveryCapabilityElementsMandates &MilestonesFY: 11 12 13 14 15 16 17 18 19 20Attitude &AltitudeDigitally Augmented Ship Approach Sequencing (JPALS);Digitally Augmented Airfield Approach Sequencing (JPALS)En-route &Terminal AreaManeuverMilitary GPS Signal & User Equipment EnhancementsPaper; Mission Specific Electronic DAFIF/FLIP/COTS DatabasesRobustness &SecurityPrecision Code; Selective Availability, Anti-Spoof; Anti-Jam; Anti-TamperImproved GPS Signal Robustness,Anti-Jam & Anti-Tamper (MGUE Receivers)InformationMediaFlight Information Servicebased Weather GraphicsRecoveryDigital Navigation Media(Electronic Nav Bag)Flight Information Broadcast; BroadcastWeather Display; Collaborative RoutingRadar Precision Approach & Automatic Carrier LandingImprovedRecovery Tools(LPV - LocalizerPerformance withVertical Guidance)DigitallyAugmented AirfieldRecovery (JPALS)Digitally Augmented GPS-basedShipboard Recovery (JPALS)Improved DVE Recovery ToolsDegraded Visual Environment RecoveryReduced RCS AntennaMilitary GPS Signal & User Equipment EnhancementsRNP RNAVFL 290 in NAS;JPALS Land-based IOC;MGUE IOCJPALSShip-basedIOCMandate orMilestoneUnfunded PotentialCapability DevelopmentFunded CapabilityEnhancementAdv ResearchOr Tech DevCapabilityBaselineA-3 Navigation 2

Core Avionics Master Plan 2012 Appendix A-3Baseline to Objective Transition Strategy (continued).Radars are currently the primary enabler for precision approach and recovery in lowceiling, low visibility conditions. Automated hands-off fixed wing approach to the carrierdeck using differential GPS has already been demonstrated using relative GPS.Insertion of this capability requires significant platform modifications. The Joint PrecisionApproach and Landing System (JPALS) Program is developing these technologies toreplace the antiquated radar Automated Carrier Landing System (ACLS) equipment thatis facing obsolescence and driving high sustainment costs. This capability is beingdeveloped for rotary wing platform recovery to single spot ships, and is considered akey element of unmanned air vehicle operations at sea. JPALS is planned to replaceprecision approach systems at military installations and to provide a capability for allweatherrecover to temporary expeditionary airfields and landing zones. The strategy isto evolve platform cockpits to provide a Digital Flight Environment (DFE) with the levelof integrity to support precision navigation in all phases of flight and weather conditions.GPS User Equipment (UE) has evolved significantly over the last decade. Thelatest all-in-view receiver modules incorporate Selective Availability Anti-SpoofingModule (SAASM) GPS receiver cards to prevent spoofing and enhance security ofcrypto keys. Additional robustness and enhancements are being achieved through theNavigation Warfare (NAVWAR) program with the integration of Controlled ReceptionPattern Antennas (CRPAs) that possess significantly improved anti-jam characteristics,such as the GAS-1 and Advanced Digital Antenna Production (ADAP). The nextgeneration of GPS UE, known as Military GPS User Equipment (MGUE), will replacelegacy components and be capable of processing both the new M-Code signal andlegacy GPS. The M-Code signal possesses even further improved anti-jamcharacteristics and will be available exclusively for military use. Additionally, MGUEintegration will incorporate an enhanced security architecture which provides for layeredinformation assurance and anti-spoofing capability. MGUE and NAVWAR developmentare managed by the U.S. Air Force led GPS Directorate and PMW/A-170 respectively.Mandates and Milestones:JPALS Ship-based Initial Operational Capability (IOC). (2017) The US Navy is thelead for the Joint Service JPALS program, and is responsible for the development of theshipboard solution. JPALS will deployed on the newest aircraft carrier and its assignedcarrier aircraft, including C-2A, E-2D, EA-18G, F/A-18E/F, F-35 and MH-60R/S.Required Navigational Performance (RNP)–2 above FL290 in National AirspaceSystem (NAS). (2018) RNP is a form of performance-based navigation that calls foraccuracy of position location on a GPS route to be within a specified number of nauticalmiles (nm) of intended position. RNP compliance requires 95% fidelity of positionaccuracy to ensure proper containment for all modes of flight. The GPS receiver mustprovide Integrity using Receiver Autonomous Integrity Monitoring (RAIM), whichensures that all of the satellites being utilized to determine position are providing usefuldata. The Federal Aviation Administration (FAA) will require RNP-2 (accurate within acircle with a radius of two nm) for all operations at or above FL 290 in the NAS (similarto Continental United States – CONUS, but also includes Alaska and Hawaii) by 2018.A-3 Navigation 3

Core Avionics Master Plan 2012 Appendix A-3JPALS Land-Based IOC. (2018) The Air Force is charged with development of landbasedJPALS ground stations. Differential GPS will be used to provide an additionalmilitary PPS datum reference signal via an encrypted UHF datalink, and an additionalcivil interoperable SPS datum reference signal via a VHF datalink or SATCOM signal. Afixed station will be installed at every DoD airfield that currently has precision approachcapability. A deployable variant will be developed for remote locations.Military GPS User Equipment (MGUE) Initial Operational Capability. (2018) TheAssistant Secretary of Defense, Networks and Information Integration (ASD NII) GlobalPositioning System User Equipment Development and Procurement PolicyMemorandum dated Aug 7 th 2006 directs the services to plan and implement MGUE nolater than the date the 24 th M-Code satellite is declared operational (~2018). MGUE willprovide a family of GPS receivers that use the more robust, anti-tamper and anti-jamcharacteristics of the M-Code capable satellites currently being launched. M-Code isexpected to be fully operational by 2018.Public Law 111-383, Jan 7, 2011, SEC. 913. Limitation on use of funds for purchasingGlobal Positioning System User Equipment. states:(a) In General. Except as provided in subsections (b) and (c), none of the fundsauthorized to be appropriated or otherwise made available by this Act or any other Actfor the Department of Defense may be obligated or expended to purchase userequipment for the Global Positioning System during fiscal years after fiscal year 2017unless the equipment is capable of receiving the military code (commonly known as the‘‘M code’’) from the Global Positioning System.(b) Exception. - The limitation under subsection (a) shall not apply with respect to thepurchase of passenger vehicles or commercial vehicles in which Global PositioningSystem equipment is installed.(c) Waiver. - The Secretary of Defense may waive the limitation under subsection (a) ifthe Secretary determines that -(1) suitable user equipment capable of receiving the military code from the GlobalPositioning System is not available; or(2) with respect to a purchase of user equipment, the Department of Defense doesnot require that user equipment to be capable of receiving the military code from theGlobal Positioning SystemRequired Navigational Performance (RNP) Area Navigation (RNAV) below FlightLevel (FL) 290 (29,000 feet) in NAS. (2020) The FAA will require RNAV on selectedhigh-density routes in NAS starting in 2020. FAA roadmaps also call for TerminalManeuvering Areas (TMAs) at the busiest 100 U.S. Airports to have RNP capableStandard Instrument Departure (SID) routes and Standard Terminal Arrival Routes(STAR) routes by 2015. The PMA209 CNS/ATM team is fielding and coordinatingcertification of systems that meet RNP RNAV criteria. The Naval Flight InformationGroup (NAVFIG) is designing and fielding RNAV terminal procedures for Naval AirStations and expeditionary airfields. This mandate was planned for 2015, but has beenextended and is now associated with the FAA Next Generation Air TransportationSystem (NextGen) implementation initiative.A-3 Navigation 4

Core Avionics Master Plan 2012 Appendix A-3Capability Element Evolution:A. Attitude and Altitude. This capability element addresses instrumentationthat supports basic flight, including: attitude gyros, combination attitude/headingreference systems and altimeters. This equipment ensures safe aircraft orientation andground clearance to prevent Controlled Flight Into Terrain (CFIT), and is consideredcritical during aggressive maneuvers, low altitude operations and operations at night orin IMC.1. Current Capabilities.Although several platforms have integrated glass cockpits with state of the art flightinstrument displays, many are still configured with older generation technology legacyattitude gyro systems and are suffering poor on-wing performance and high repairsupport costs. Modern Replacement Attitude Heading Reference Systems (R-AHRS)use digital Ring Laser Gyros (RLG’s) for attitude reference. RLGs employ laser lighttechnology for more accurate measurement of attitude changes, and employ a smallmotor to aid in sensing smaller angular velocity changes. Fiber Optic Gyro (FOG)technology also uses light-wave sensing, but eliminates moving parts and uses cheaperfiber for the light path. Micro Electro-Mechanical System (MEMS) technology has beenutilized to reduce size of motion sensors used in attitude/heading reference systems;however they can be more influenced by shock and vibration. Solid state componentsbring substantial gains in accuracy, robustness, reliability and cost avoidances.Legacy Radar Altimeter systems are accurate only below certain altitudes andangles of bank. The Low Probability of Intercept Altimeter (LPIA) increases range andaccuracy of altitude measurements, eliminates interference from suspended loads andprovides coverage at higher angles of bank. It incorporates open system architecture,increases reliability and significantly reduces probability of signal intercept. Current andfuture platforms using this technology are C-2A, E-2C, E-2D, H-53K, P-3 and CV-22.LPIA accuracy also has Built-In-Test (BIT) features which support fidelity of signal datarequired for predictive Terrain Avoidance Warning System (TAWS) advanced GroundProximity Warning System (GPWS) and Traffic Collision Avoidance System (TCAS).TAWS uses the accurate altitude data in algorithms to determine if flight parameters areplacing the aircraft at risk for CFIT. More detail on safety applications of predictive CFITwarning systems is available in the Flight Safety appendix, A-5.B. En-route and Terminal Area Maneuver. This capability element speaksto the core of the Navigation capability area. It addresses the ability to follow prescribeden-route airways or precise direct flight legs, and perform precision and non-precisionapproaches for recovery.1. Current Capabilities.The most common radio-navigation utility used to locate the ship is TACAN. TACANand VOR/DME beacons will continue to be supported on ships and in CONUS for theforeseeable future. Radio-navigation aids are omni-directional, but limited in range byradiated power and line-of-sight. Within appropriate ranges, they can be used for enroutenavigation and non-precision approaches. Almost all naval aircraft have integratedembedded GPS receivers and are required to use the encrypted PPS. Modern systemsclosely couple Inertial Navigation System (INS) elements with GPS to provide updateA-3 Navigation 5

Core Avionics Master Plan 2012 Appendix A-3corrections to compensate for drift. Newer models of the Miniature Airborne GPSReceiver (MAGR-2000) and the Embedded GPS/INS (EGI) have “All-in-View” 12 or 24channel satellite signal reception, which monitors more satellites than legacy fourchannelsystems for signal triangulation and enables RAIM for signal integritymonitoring. They have recently started incorporating SAASM modules. Aircraft withlegacy receivers that do not have integrated RAIM capability are restricted to using GPSas an aide to Situational Awareness (SA) during Visual Meteorological Conditions(VMC) operations in civil airspace. The Hornet Accurate Navigation (ANAV) receiverprovides the tightest GPS accuracy and also provides RAIM and SAASM.Following successful Operational Evaluation (OPEVAL) of an integrated MAGR-2000 Intermediate Frequency (IF) receiver, the MH-53E became the first naval aircraftcertified to use GPS for primary means of navigation in controlled airspaces (for enrouteand GPS-based non-precision approach). The P-3C is the first naval aircraftcertified for RNP RNAV in all modes of flight (RNP 2, RNP 1 and RNP 0.3 accuracy)using military PPS GPS as the primary means of navigation. More precise GPS-basedRNP RNAV navigation affords seamless access to worldwide civil airspaces withincreased safety. The latest standard GPS receivers support the SAASM, RAIM and 12channel or 24 channel All-In-View functionalities required for non-precision navigation incivil airspaces. Naval aircraft integrating Wide Area Augmentation System (WAAS) GPSreceivers are capable of flying GPS Localizer Performance with Vertical Guidance(LPV) approaches and can achieve Instrument Landing System (ILS) precisionapproach level performance down to 200 foot Decision Altitudes (DA).2. Advanced Research and Technology Development.Military Space Signal & User Equipment Enhancements. (2010-2012) The GPSDirectorate is managing design and development of MGUE to use the next generationGPS signal, M-Code. Simultaneously, they are leveraging commercial advancementswith GPS antennas and electronic packages. Cell phone and automobile applicationenhancements have driven GPS UE size and weight reductions. Miniaturization ofcomponents is enabling more robust processing by using hundreds of thousands ofsignal correlators and reducing noise interference. Large numbers of correlators caneliminate latency issues for faster moving aircraft. These enhancements are consideredcritical to meet weight, size, sensitivity and reliability threshold specifications forunmanned aerial vehicles. Improvements in the RAIM algorithm to an Advanced RAIM(ARAIM) algorithm will allow tactical aircraft to achieve LPV capability using PPS GPSreceivers due to improvements in vertical accuracy, integrity and availability. There arealso efforts in work to reduce the impacts of signal multi-paths around structural (wings,stabilizers, antennae).3. Funded Enhancements and Potential Pursuits.Digitally Augmented Ship Approach Sequencing (JPALS). (2018) JPALS willprovide for increased ship-to-aircraft relative position accuracy to support ship recoveryoperations using Shipboard Relative GPS (SRGPS). After launch and during recoveryoperations, aircraft will utilize data-linked ship position and altitude information toestablish more efficient aircraft marshalling procedures and approaches to the ship’sExpected Final Bearing (EFB). The SRGPS link between the ship and the aircraft on theEFB will enable the aircraft to perform very laterally and vertically precise approaches toA-3 Navigation 6

Core Avionics Master Plan 2012 Appendix A-3the ship in all weather and all tactical conditions to minimize aircraft recovery time.Utilization of tighter patterns has already demonstrated time and fuel savings incommercial airport operations, and should provide similar benefits in CVN and multispotamphibious ship operations. JPALS precision navigation will require 24 channelGPS receiver upgrades and processing upgrades that enable procesing both L1/L2PPS GPS signals. The first platform planned to utilize JPALS for marshalling will be theUnmanned Carrier-Launched Airborne Surveillance and Strike (UCLASS).Digital Airfield Sequencing (JPALS). (2018) Aircraft that are configured withJPALS will be able to immediately take advantage of improved approach sequencingwhen JPALS units are established at shore bases. Shore based JPALS at military airstations had planned to implement supplemental ground-based signals (Local AreaAugmentation Signal – LAAS) that would utilize one-way unique military datalinkinformation for GPS augmentation to enable precision approach capabilities, but thatinitiative and solution strategy has been deferred. Instead, JPALS equipped navalaircraft will perform GPS augmented precision approach procedures at civilian airfieldsby leveraging Satellite Based Augmentation System (SBAS) Wide Area AugmentationSystem (WAAS) signals, which will not require a datalink to receive the correctionsignal. Air Force is the lead for this program. USAF Mobility and Combat Commandsare negotiating the necessity and prioritization of resources to enable MGUE to supportthis functionality, but it is still currently tracking as a part of the program of record foravailability to configured users in 2018.C. Information Media. This capability element refers to paper and electronicnavigation information media formats.1. Current Capabilities.Most users are still using paper charts for primary means of navigation. The NationalGeospatial Intelligence Agency (NGA) generates DOD Flight Information Publications(FLIP) consisting of Enroute and terminal navigation charts, General Planning (GP),Area Planning (AP) and other flight information for military aviators in paper and digitalformats (online in PDF or other graphic formats). NGA would prefer users to utilizedigital media to cut distribution costs. The Digital Aeronautical Flight Information Files(DAFIF) is the NGA electronic navigation database for use in aircraft mission computers(MC) and Flight Management Systems (FMS). Civil derivative aircraft and some tacticalplatforms currently use a Commercial Off The Shelf (COTS) FMS and database to meetRNP RNAV criteria. For those aircraft that are configured with them, electronic chartmedia can be displayed on moving maps. In 2011, Commander Naval Air Forces(CNAF) provided an Interim Flight Clearance IFC) and Interim Authority To Operate(IATO) for a limited number of deployed Hornet aircraft to utilize iPad-2 tablets fordisplay of navigational charts. USMC provided similar authority to H-1 operators. Usersare reporting significant space and weight savings (up to 20 pounds and three ‘navbags’ of paper). They also reported operational efficiencies from time saved to correlatepositions (especially during expeditionary operations in areas where there are fewdefinitive landmarks) and tactical advantages by getting close air support on stationfaster or dropping troops closer to the right location.A-3 Navigation 7

Core Avionics Master Plan 2012 Appendix A-32. Advanced Research and Technology Development.Flight Information Service – Broadcast (FIS-B); Broadcast Weather Display;Collaborative Routing. (2010-2014) FAA, commercial airlines and the private civilaircraft industry are out-pacing military aircraft when it comes to development andutilization of navigation aids and implementation of cockpit navigation informationsystems. A private operator can purchase a GPS-based moving map with 802.11b Wi-Fi or XM Satellite Radio supported geographical weather conditions graphics overlay.Military aircraft integrations are more challenging due to harsh environmentspecifications, operating system through-put limitations, and the necessity for tighterdata integrity (currency of navigation information such as airfield procedure changes,obstacle locations, etc.). Combining higher confidence of position accuracy with greaterAir Traffic Control (ATC) connectivity can enable operators to ‘collaborate’ more precise,efficient routes, thereby saving time and fuel. CNS/ATM digital cockpit implementationswill enable increased leveraging of these utilities.3. Funded Enhancements and Potential Pursuits.Digital Navigation Media (Electronic Nav Bag). (2016) In response to a Dec 2010USMC Urgent Universal Needs Statement (UUNS), and interim flight clearance wasauthorized to allow deployed operators to use iPad-2 tablets to store and displayelectronic chart media. Electronic Nav Bags (ENB), also known as Electronic FlightBags (EFB), are electronic devices which can store electronic versions of COTS and/orDOD FLIP. The ENB enables the aircrew members to carry and access electronicterminal and enroute chart media without having to carry large cases of paperpublications. The UUNS specifically called for a Digital Map Viewer (DMV) tool todisplay Gridded Reference Graphics (GRG) media, which are used for most warfightingareas of operation. A POM-14 issue was submitted requesting resources to set upsustainment of the initially fielded system, as well as development of a follow-on systemthat could address military aircraft environmental issues. The proposed program iscurrently scoped to be limited to non-networked, unclassified chart and aircraftpublications media as a cockpit space and weight saver and tactical efficiency tool.Flight Information Service based Weather Graphics. (2018) European ATCmanagers and the FAA are in the process of implementing Automatic Data Surveillance– Broadcast (ADS-B) capability for improved safe separation. ADS-B operates on twoseparate datalinks in the US, 1090 MHz Mode S Extended Squitter and 978 MHzUniversal Access Transceiver (UAT) datalink. The UAT-based construct is alreadyenabling commercial users to receive and display real-time weather condition graphics.Digital cockpit configurations designed for CNS/ATM compliance will already have thedisplay and processing components required to leverage Flight Information Service –Broadcast (FIS-B) if UAT ‘In’ is incorporated. The major benefit of FIS-B is access toservice-provided weather graphics, which enable the aircrew to circumnavigatedangerous conditions and allow strategic decision-making on flight path, diverts andavoidance maneuvers. Data-linked services can provide weather awareness toplatforms that lack the funds, space or weight margins to integrate a dedicated weatherradar sensor, and could afford a more cost effective solution. Although data-linkedweather may not provide real time information, or accurate weather depictions at theuser’s altitude, it does provide much longer range weather SA.A-3 Navigation 8

Core Avionics Master Plan 2012 Appendix A-3D. Recovery.1. Current Capabilities.Current shipboard ACLS radars have critical reliability and obsolescence issues.Naval aircraft use Link 4A to conduct assisted approaches and recoveries. The mostadvanced tactical jets have hands off recovery capability. Helicopters do not haveautomated recovery. Only the largest surface vessels offer precision approach. Someaircraft employ Instrument Landing Systems (ILS) transceivers for precision approachesto equipped airfields. Most civil airfields are equipped with ILS approaches, but mostNavy and Marine Corps airfields typically are not. Aircraft not equipped with ILS arelimited to locations with precision radar for alternative low weather ceiling emergencydivert recoveries. Receivers that work ILS frequencies must be equipped with filters toprevent FM station interference. The P-3C is the first Navy aircraft certified to fly GPSbasedSIDS, STARS and RNP-0.3 approaches.2. Advanced Research and Technology Development.Degraded Visual Environment (DVE) Recovery. (2010-2012) The Naval AviationCenter for Rotorcraft Advancement (NACRA) office and PMA261 (H-53 variants) areanalyzing technologies and system options that can present an affordable near termsolution for this capability gap. Technologies being tested in multiple Small BusinessInnovative Research (SBIR) efforts include Laser Radar (LADAR), MillimeterWavelength (MMW) and Passive MMW (PMMW) or other fused spectrum sensors thatcan “see through” airborne particles to increase SA. The challenge will be to affordablyleverage limited existing on-board sensors or to design something that is small and lightenough to practically integrate which does not affect flight performance margins.3. Funded Enhancements and Potential Pursuits.Digitally Augmented GPS-based Shipboard Recovery (JPALS). (2017) JPALS isa joint effort with the Air Force and Army. The Navy is designated as the Lead Serviceand is responsible for implementation of shipboard recovery solutions (Increment 1).The F-35 Joint Strike Fighter (JSF) Block 5 will be the first JPALS configured platform. Itwill start with a temporary solution that will provide needles to the operator to enable a“JPALS assisted” approach. The interim solution will not equip the aircraft to broadcastits position in a manner that can be monitored by JPALS equipment on the ship. Legacyradar will have to be used for the shipboard monitoring of the approach. The UnmannedCarrier-Launched Aircraft Surveillance and Strike (UCLASS) will be the secondplatform. It will be forward fit with full functionality. JPALS will also be installed on airwingaircraft (C-2A, E-2C/D, EA18G, F/A-18E/F and MH-60 R/S) to support CVN-79around 2021-2022. JPALS will eventually replace the ACLS on carriers, SPN-35 radarson LH Class Amphibious ships, and may replace ILS, TACAN, and Precision ApproachRadar (PAR) systems at shore stations. JPALS will be interoperable with civilaugmentation and FAA certifiable. Shipboard JPALS will use Differential GPS (D-GPS)to provide centimeter-level accuracy for all-weather, automated landings. D-GPSprovides a SRGPS reference solution for the moving landing zone. A JPALS technologyequipped F/A-18 has demonstrated fully automated recoveries to the carrier. JPALS willalso enable silent operations in Emission Control (EMCON) environments.A-3 Navigation 9

Core Avionics Master Plan 2012 Appendix A-3Digitally Augmented Civil Airfield Recovery (JPALS). (2018) Every aircraft that isequipped with JPALS capability for ship operations will automatically be able to conductcivil airfield GPS precision approaches. UCLASS will be the first equipped aircraft. Theywill be able to use Satellite Based Augmentation Systems (SBAS) such as the FAA’sWAAS, the Indian GPS and GEO Augmented Navigation (GAGAN), the JapaneseMultifunctional Satellite Based Augmentation System, or the European GeostationaryNavigation Overlay Service (EGNOS) which was recently activated. JPALS will also beinteroperable with FAA civil Ground Based Augmentation Systems (GBAS), which alsouses differential GPS to enhance GPS signal correlation for improved position accuracy.JPALS adds the protected military PPS GPS signal, anti-jam and UHF datalink tomilitary approaches but the Civil approaches will utilize the unprotected SPS signal.Civil system interoperability will enable aviators to use hundreds of additional divertairfield options. The Air Force is designated to develop and implement shore stationJPALS capability. One JPALS land-based unit (Increment 2) can replace all the existingnon-precision approach beacons and precision radars required for each major runway,providing increased capability for less capital investment and sustainment costs. TheArmy is developing portable tactical JPALS systems that will enable precision recoveryin remote expeditionary locations.Improved Degraded Visual Environment (DVE) Recovery Tools. (2018) Currenthelicopter and V-22 cockpit hover attitude cues, drift cues and automatic flight controlsystems do not effectively enable pilots to hold position, avoid obstacles or land safelywhen visual references in the landing zone are lost. More rotary wing aircraft were lostIn Operation Enduring Freedom (OEF) due to loss of situational awareness in DVEconditions than were destroyed by enemy fire. A functional performance document hasbeen prepared that lists parameters required for increasing levels of capability to safelyoperate in DVE conditions. Levels are supported by varying systems, includingimproved automatic flight control coupling; improved hover attitude, drift and verticalmotion visual display cues; improved visual performance using sensors that can seethrough sand, dust, or snow; sensors that can detect and display dangerous obstaclesin real time; and databases that project accurate terrain and obstacle information. NASAstudies have documented significant improvements in pilot performance using improvedattitude and motion cues. The CH-53E CNS/ATM cockpit design incorporated additionalsoftware and display capabilities that could have afforded improved hover/drift cues topartially address the capability gap, but the program was discontinued. NACRA andPMA209 are monitoring platform program offices, Defense Advanced Research ProjectAgency (DARPA), and Office of Naval Research (ONR) initiatives for potential benefits.Improved Recovery Tools (Vertical NAV). (2020) With enhancements to existingalgorithms, the GPS PPS signal could provide aircraft not equipped with WAASaugmentation capable receivers the ability to safely perform “Vertical Navigation”(VNAV) or “Localizer Performance with Vertical Guidance” (LPV) approach descents tolower minimum altitudes. This functionality would enable those platforms to plan flightsto more civilian airfields or use them as suitable alternates during emergency divertsituations. More landing options would add flexibility and enable more direct routing forfuel savings, and enhance safety during emergencies. VNAV approach minimums donot require the accuracies of LPV approaches and can be implemented withoutmodifications to the military FMS installations.A-3 Navigation 10

Core Avionics Master Plan 2012 Appendix A-3E. Robustness and Security. In the Navigation capability area, robustnessrefers to the strength of the system to retain and provide the accurate navigationsolution. For GPS, this trait primarily speaks to anti-jam margin. Security covers theability to perform signal encryption and the prevent spoofing.1. Current Capabilities.GPS Antenna System–1 (GAS-1) Controlled Reception Pattern Antennas(CRPA) with matching Antenna Electronics (AE) have been integrated into platforms toenhance the anti-jam capability. Integration of non-SAASM GPS user equipmentrequires a waiver (Chairman Joint Chiefs of Staff directive effective October 2006). Non-SAASM configured operators are at increased risk of losing GPS signal to jamming orspoofing, which could result in loss of navigational position and precise timing requiredto synchronize voice or data-linked communications systems. Anti-Spoofing has to dowith encryption and keys that protect the receiver from using false signals. Somesystems are being integrated into platforms with commercial GPS cards, which addsrisk to mission completion because they only use one GPS frequency (L1) and are moresusceptible to jamming and unintentional interference. Training must be provided toensure operators understand commercial GPS susceptibilities. The Advanced DigitalAntenna Production (ADAP), is an evolutionary upgrade to the existing GAS-1. It hasthe same form and fit but increases functionality through digital processing. ADAP willprovide the most advanced anti-jam technology currently available. It achievesincreased nulling capability using simultaneous dual frequency nulling on both L1 andL2 signals. ADAP has forward compatibility with M-Code and other planned GPSupgrades, and will be incorporated in most production aircraft.2. Advanced Research and Technology Development.Military Space Signal and User Equipment Enhancements. (2010-2013) SmallerGPS antennas and AE are being developed for space-constrained aircraft and smallUnmanned Aerial Systems. JPALS compatible beam-steering AE is also beingdeveloped for JPALS platforms.3. Funded Enhancements and Potential Pursuits.Reduced Radar Cross-Section (RCS) Antenna. (2013) F/A-18 needs improvedGPS signal availability to support the Active Electronically Scanned Array (AESA) radarsystem and Precision Guided Munitions (PGMs). The F/A-18 Program Office isintegrating NAVWAR protection that will include a Conformal CRPA (C-CRPA) GPSAntenna that is optimized for low observability requirements. The F/A-18 NAVWARintegration will include the C-CRPA, and the ADAP AE on aircraft with the ANAV EGI.Improved GPS Signal Robustness, Anti-Jam and Anti-Tamper (MGUEReceivers). (2018) GPS III is the next generation GPS Satellite constellation andcontrol segment. Full Operational Capability (FOC) is planned for 2018. It will employthe M-Code, which enables enhanced anti-jam capability and signal security, as well asa flexible signal power capability and improved cryptographic protection. The newsatellites are planned to eventually incorporate the capability to boost or concentrate thesignal (Spot Beam) to increase signal retention and anti-jam margin. GPS receivers willincorporate the first improved anti-tamper M-Code capable cards (test articles) in 2016.A-3 Navigation 11

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Core Avionics Master Plan 2012 Appendix A-4Appendix A-4Cooperative SurveillanceScope: This capability area addresses avionics that support Air Traffic Management(ATM) and cooperative Combat Identification (CID). Enabling systems, waveforms andprotocols include radio transmitters (data communication functions), flight informationand Precise Participant Location and Identification (PPLI) datalinks, Identification Friendor Foe (IFF) interrogators and transponders, digital waveforms and encryption.“Cooperative” implies passive or pre-coordinated systems that trade information overtly.Specialized active and passive signature sensor systems are not addressed.Capability Evolution:Capability Capability Desired WarfightingEnablersElements Enhancements Capabilities• Global Airspace • Radios• Global AirspaceAccessAccess & Mobility• Flight Safety &OperationalEfficiencies• CooperativeCombat ID• Robustness& Security• Datalinks• Interrogators• Transponders• Displays• Waveforms• Encryption• Improved AirTraffic, Flight Info& Weather SA• ExpandedCooperative ID• Civils, Neutrals• Coalition Forces• NSA compliantsecurity• Dominant Maneuver• Single IntegratedAir Picture• Force Protection• Zero Fratricide• InformationAssuranceObjective: Global Mobility and Single Integrated Air PictureBaseline Enhancement Objectives and Transition Strategy.Military aircraft configurations must meet civil ATM mandates to enable access to allcivilian controlled airspaces required for transit to operational areas. Compliance is metby integration of Communications, Navigation, Surveillance / ATM (CNS/ATM) systemsand capabilities. Most aircraft have been certified to meet mandate deadlines that havealready passed. New production aircraft will be delivered with compliant systems. Theprimary CNS/ATM functionalities that currently need to be met for operations in theUnited States National Airspace System (NAS) and European airspaces include: 8.33 khz VHF channel spacing for more discrete frequencies to manage traffic loads. Protected Instrument Landing System (PILS) to prevent FM radio stationinterference. Reduced Vertical Separation Minimums (RVSM) for high altitude traffic separation. Required Navigational Performance (RNP) and Area Navigation (RNAV) for selectedlevels of lateral separation in terms of nautical miles (nm). Mode Select (Mode S) secondary surveillance radar for ground to air data-linkselective interrogation to manage increased air traffic capacity, support higher dataintegrity, reduce radio frequency interference and enable air to ground data exchange. Automatic Dependent Surveillance – Broadcast (ADS-B) for automated GPSposition, velocity, and quality reporting to ground controllers.A-4 Cooperative Surveillance 1

Core Avionics Master Plan 2012 Appendix A-4Core AvionicsCapability EvolutionRoadmaps 2012Cooperative SurveillanceGlobal Mobility & Single Integrated Air PictureSee & Avoid; Air Traffic Control; Radar; CNS/ATM Integration (8.33 khz; Mode S; RVSM; RNP/RNAV)Continued European & NationalAirspace Access (ADS-B ‘Out’)Cockpit Traffic Display; Traffic & Flight InformationService Broadcast; Collaborative Routing (ADS-B)Structured Marshalling & Sequencing; Limited Weather Awareness; Commercial AircraftPerformance Level Deconfliction; Separated Airspace Ops for Unmanned AircraftImproved Ship and Shore Traffic Sequencing (JPALS)Overt Collision Avoidance(ADS-B ‘Out/In’); [2022]Flight & Weather Information ServicesMilitary Collision AvoidanceCovert Collision Avoidance (M5L2-B) [2025];Manned / Unmanned Airspace Integration(ADS-B Out/In and/or M5L2-B) [2025]Identification Friend or Foe (Mode 1,2,3/A,C,4)Increased Batlespace SA ofNon-combatant Aircraft(ADS-B “Out/In’) [2025];Increased Batlespace SA ofCombatants (M5L2-B) [2025]ImprovedSurfaceContactSA (AIS)Fused Sensor& Tactical DataCollaborativeCombat IDImprovedCombat ID(Mode 5)Legacy Crypto IFFEnhanced IFFKeying (Mode 5)NSA CompliantSecurityADS-B‘Out’ inNASJPALSLandbasedIOCJPALSShip-BasedIOCJointMode 5IOCFY: 11 12 13 14 15 16 17 18 19 20Mandate orMilestoneUnfunded PotentialCapability DevelopmentFunded CapabilityEnhancementAdv ResearchOr Tech DevCapabilityBaselineCapabilityElementsGlobalAirspaceAccessFlightSafety &OperationalEfficienciesA-4 Cooperative Surveillance 2CooperativeCombat IDRobustness &SecurityMandates &Milestones

Core Avionics Master Plan 2012 Appendix A-4Baseline to Vision Transition Strategy (continued).The primary purpose for incorporating capability to meet CNS/ATM mandates is toensure that military aircraft retain access to sovereign civil airspace. Compliance isaccomplished through frequency mapping, filter upgrades to radios, digital cockpitupgrades, incorporation of GPS ‘integrity’ monitoring (signal verification), and integrationand utilization of the Mode S waveform and message sets. Each mandate applies to aspecific sovereign airspace and follows specific implementation schedules. Mostcommercial aircraft have already achieved these new functionalities. Non-compliantmilitary aircraft have become a burden on efficient safe operations. Most Naval aircrafthave already achieved 8.33 khz channel spacing, PILS, RVSM and the appropriateMode S functionality; either Elementary Surveillance (ELS) for fighters and helicoptersor Enhanced Surveillance (EHS) for transport type aircraft. The PMA209 CNS/ATMIntegrated Product Team is tracking the progress of mandates and working to evolvemilitary systems to meet growing requirements.The latest civil interoperability mandate that will apply to aircraft flying within the NASis ADS-B ‘Out’ (effective 1 January 2020). ADS-B is a broadcast architecture whereeach aircraft ‘squitters’ (constant transmissions of at least one pulse per second) itsidentification, GPS based position and velocity vector. The Federal AviationAdministration (FAA) has identified two different links which can be used for ADS-Bbroadcasts: Mode S 1090 mhz Extended Squitter (1090ES) and 978 mhz UniversalAccess Transceiver (UAT). They have chartered an extensive ground infrastructure tocapture these aircraft broadcasts which became operational in several locations in theUnited States National Airspace (NAS) in January 2012. It enables controllers to getmore detailed and accurate aircraft PPLI information without using radar equipment.ADS-B receive mode (ADS-B ‘In’) may eventually also be required, which would enableaircraft to build their own Cockpit Display of Traffic Information (CDTI). ADS-B ‘In’ usingeither 1090 ES or 978 mhz UAT enables aircraft to get flight information from groundstations. Only 978 mhz UAT also enables aircraft to get ground based weatherdepictions. PMA209 is attempting to deliver ADS-B functionality along with RNP/RNAV.Although the requirement is to retain access to sovereign civil airspace, CNS/ATMintegration also enables other military capability growth. Modern hardware and softwarecomponents being incorporated with CNS/ATM upgrades can provide the digitalframework for additional processing and display necessary for other core warfightingfunctionalities, such as mission information management tools, networked tacticalSituational Awareness (SA) tools, data-linked tactical information display (streamingvideo) and improved aircraft attitude and drift cues for helicopter hover operations inDegraded Visual Environments (DVE). Without these enhancements, several legacyplatforms will not be able to host transformational force level capabilities such asNetwork Centric Operations (NCO), Single Integrated Air Picture (SIAP) and JointPrecision and Approach Landing System (JPALS) marshalling and recovery. Each ofthese operational capabilities leverages core avionics elements such as improvedtransceivers, interrogator/transponder, processors, antennas and displays. For the mostpart, integration efforts are centrally managed by PMA209. The centralized team workswith platform experts to leverage existing aircraft architectures. Efficiencies areachieved through re-use of government owned software, economy of scale withcommon equipment procurement, and reduced management overhead.A-4 Cooperative Surveillance 3

Core Avionics Master Plan 2012 Appendix A-4Currently, Command and Control (C2) platforms have a comprehensive awarenessof identity and location of cooperating military airborne assets, but are less conclusiveawareness when it comes to neutral civil platforms. Degree of awareness alsodecreases when expanding from the tactical coverage area to the regional or strategictheater level. Advancements in the Mode 5 waveform will increase fidelity of targetsignal differentiation and address signal security issues. Clear and accurateidentification, monitoring, and coordination of all traffic and friendly forces will helpfurther the development of the SIAP SA necessary for dominant maneuver, forceprotection and reduction of fratricide.The strategy to achieve improved civil interface and military Combat ID is throughevolution of existing transponders. Naval Aviation transponders were purposefullydesigned with open architecture, upgradability and specific hooks for incorporation ofMode S and Mode 5. The Navy will leverage ADS-B ‘Out’ software being developed byU.S.Army programs. Mode 5 (transmit only) and ADS-B ‘Out’ were established asformal requirements, however incorporation of civil and tactical transponder receivecapability (ADS-B ‘In’ and Mode 5 Level 2 Broadcast – M5L2-B) would provideadditional benefits, such as rapid on-board identification of non-combatant andcooperating coalition operators. Those capabilities have not been embraced as formalrequirements for civil interoperability or Combat ID, but are being explored as potentialsolutions to enable military aircraft performance level collision avoidance. Currentcollision avoidance products can enable safe separation and conflict resolution forcommercial equivalent or transport aircraft flight performance, but fall short duringmilitary aircraft rendezvous and formation maneuvers. More detail on Midair CollisionAvoidance Capability (MCAC) is provided in the Flight Safety appendix. Finally,transponders will also be modified to incorporate updated encryption algorithms to meetNational Security Agency (NSA) requirements and to achieve more efficient and securekeying capabilities. PMA209 and PMA213 are working together to achieve thesebenefits through collaborative evolution to existing systems versus new and separateproducts.Mandates and Milestones:Joint Mode 5 Initial Operational Capability (IOC). (2015) The March 2007 JointRequirements Oversight Council Memorandum (JROCM) 047-07 calls for Mode 5 JointIOC in 2015 and Full Operational Capability (FOC) in 2020.JPALS Ship-based Initial Operational Capability (IOC). (2017) The US Navy is thelead for the JPALS program, and is responsible for the development of the shipboardsolution (Increment IA). JPALS will initially be deployed on the newest aircraft carrierand its assigned aircraft, including C-2, EA-18G, E-2D, F/A-18E/F, F-35 and MH-60R/S.JPALS Land-Based IOC. (2018) The Air Force is charged with development of landbasedJPALS ground stations (Increment II). Differential GPS will be used to provide anadditional military PPS datum reference signal via Satellite Based AugmentationSystem (SBAS) Wide Area Augmentation System (WAAS) signals. A fixed station willbe installed at every DoD airfield that currently has precision approach capability. Aman-pack variant may be developed for remote locations.A-4 Cooperative Surveillance 4

Core Avionics Master Plan 2012 Appendix A-4ADS-B ‘Out’ in NAS. (1 January 2020) The FAA established the requirement for ADS-B ‘Out’ functionality by updating Title 14 Code of Federal Regulations (CFR) Part 91 in2010 with a mandatory implementation date of 1 January 2020. ADS-B ‘Out’ will berequired for access to higher density airspaces, which include or effect operations atseveral major military bases. ADS-B ‘Out’ architecture has been in operation in Alaska,and opened in several Continental U.S. (CONUS) locations in January 2012. It employsboth 1090 ES and 978 mhz UAT formats. Note: 978 UAT is a shorter range utility,capable at limited ranges up to 18,000 feet but practically applied to operations under10,000 feet. Although there are some viable emerging Commercial Off The Shelf(COTS) navigation products that are incorporating UAT-based ADS-B ‘Out,’ higherperformance, faster flying military aircraft will very likely interface better with ATC using1090 ES (which will also be the only format that enables overseas airspace access).The UAT-based products may effectively support CONUS based helicopter trainers.Capability Element Evolution:A. Global Airspace Access. This capability element section addresses safe trafficseparation, with more depth on the CNS/ATM compliance criteria. It includesinformation on functionalities provided by avionics components in the context that theyare used to assist Air Traffic Control (ATC) agencies with cooperative surveillance ofplatform status and location.1. Current capabilities: See and Avoid; Air Traffic Control; Radar; CNS/ATMIntegration (8.33 khz, Mode S, RVSM, RNP/RNAV).The majority of deployed post-production aircraft utilize voice over VHF and UHFradio channels, Identification Friend or Foe (IFF) Mode 3/A and Mode C signals tocommunicate with civil ATC. Some IFF systems use Mode S to overcome issues withMode 3/A. Once established on a route, aircrew who don’t have their own radarsprincipally depend upon ATC traffic calls and “See and Avoid” scanning techniques toprevent conflicts or collisions with other traffic. Most civil derivative transports havesuccessfully incorporated commercial CNS/ATM products. In recognition of the time,costs and integration challenges, tactical ‘State’ aircraft (military platforms) wereafforded delays for complying with CNS/ATM mandates. A 2001 FAA memorandumdeclared that State aircraft would be accommodated “to the extent practicable basedupon existing traffic and safety considerations.” Non-compliant naval aircraft are nowmore regularly being excluded from high density airspaces. Solutions have beendesigned to certify compliance with CNS/ATM performance requirements. In thebeginning, compliance elements were individually implemented to meet imposed andimpending restrictions. Several platforms have now implemented full scale digitalcockpit replacements. 8.33 KHz VHF channel spacing has been accomplished through higher fidelitydigital radio waveforms and radio frequency remapping, primarily in ARC-210 radios. Protected ILS Filters have been incorporated into receivers to prevent bleed-overinterference (primarily from FM station proliferation/frequency encroachment in Europe).A-4 Cooperative Surveillance 5

Core Avionics Master Plan 2012 Appendix A-4 RVSM. In 2005, the FAA reduced aircraft vertical separation minima from 2000 to1000 feet for operations on airways above FL 290 in order to accommodate increasingtraffic density. RVSM performance necessitates incorporation of redundant altitudemeasuring systems that guarantee accuracy when operating at assigned altitudes. RNP/RNAV. GPS navigation systems are incorporating Receiver AutonomousIntegrity Monitoring (RAIM) platforms to meet RNP/RNAV performance parameters. TheFAA will require RNP-2 for all operations at or above FL 290 in the CONUS by 2018.Aircraft flying at lower altitudes must also use RNP/RNAV for favorable routing throughcongested areas. FAA roadmaps call for all TMAs to have RNP capable SIDs andSTARs by 2015. More details on RNP/RNAV are presented in Appendix A-3. Mode S. The primary purpose of Mode S is traffic identification and separation.Interrogations are made on 1030 MHz and replies are made on 1090 MHz frequencies.ELS requires a Mode S transponder that can respond to an interrogation with theaircraft’s call sign. EHS is met by importing additional aircraft parameter information intothe response signal, including roll angle, track angle, ground speed, magnetic heading,indicated airspeed (or mach) and vertical rate. Traffic Alert and Collision AvoidanceSystem (TCAS II) systems, also known as Airborne Collision Avoidance System (ACASII) systems, have been deployed on civil derivative and transport aircraft. TCAS II usesthe Mode S waveform as the communication link to achieve its functionality. Thesesystems incorporate software that determines if aircraft courses present risk of collisionand can provide alerts and conflict resolution advisories. Mode S is required for alloperations in Europe.2. Advanced Research and Technology Development. These activities will beunder constant enhancement by civil and commercial entities throughout the time periodof the roadmap.Cockpit Traffic Display. (2012-2022) The FAA’s Next Generation AirTransportation System (NextGen), will be comprised of three pillars: RequiredNavigational Performance (RNP) Area Navigation (RNAV), ADS-B, and DataCommunications (DATA COMM). Naval aviation is implementing RNP RNAV andrequesting funding for ADS-B ‘Out’ to meet the 2020 mandate. The full implementationof ADS-B, as defined by NextGen, will also include ADS-B ‘In.’ Both ADS-B ‘In’ andData COMM will require integrated cockpit displays. Commercial airlines have alreadyincorporated ADS-B ‘Out,’ and many commercial aircraft are incorporating ADS-B ‘In’functionality as they upgrade to TCAS II. Tactical aircraft without TCAS II will need adifferent path to achieve ADS-B ‘In’ in order to enable them to build a CDTI picture fortraffic SA. CDTI will enable the aircrew to self-monitor other aircraft that are using ADS-B ‘Out.’ It also provides more data for an improved understanding of those aircraft’sflight vectors that can be more accurately used to provide conflict avoidance guidance.DATA COMM will also require a cockpit display presentation so the aircrew can monitorcontroller digital text messages. Both ADS-B ‘In’ and DATA COMM are not expected tobe mandated for State aircraft prior to 2025.Traffic and Flight Information Service – Broadcast (TIS-B and FIS-B). (2012-2022) TIS-B provides ADS-B ‘In’ equipped aircraft with secondary surveillance radarposition updates of non-ADS-B ‘Out’ equipped aircraft. This capability provides userswith awareness of the location of many smaller general aviation contacts that are usingA-4 Cooperative Surveillance 6

Core Avionics Master Plan 2012 Appendix A-4traditional civil transponders. FIS-B provides graphical National Weather Servicegraphics similar to those seen on internet websites. It also provides Temporary FlightRestrictions (TFRs) and special use airspace information. Aircraft must haveappropriate signal management software to view the information provided. TIS-B canwork with 1090 mhz systems, but FIS-B is only provided to 978 mhz UAT equippedaircraft. These services are up and operating at several locations in the NAS.Example TIS-B traffic display and FIS-B Weather Graphics.1090ES ADS-B Out1090 Mhz Mode SExtended SquitterNon-equippedLight Civil(no ADS-B transmit)PositionAltitudeIdentityVelocity VectorVertical Rate1090ES ADS-B Out1090 Mhz Mode SExtended SquitterUAT ADS-B Out978 MhzUniversal AccessTransceiverMode S userposition infoUAT 978Mhzposition infoRadar Contactposition infoWeather InfoWeather InformationSearchRadarRadio & ControlStationFAAAir Traffic ControllerADS-B ‘Out’ ATC Information Exchanges1090ES ADS-B Out/In1090 Mhz Mode SExtended Squitter(*Weather with UAT)Non-equippedLight Civil(no ADS-B transmit)*PositionAltitudeIdentity*Velocity VectorVertical Rate1090ES ADS-B Out/In1090 Mhz Mode SExtended Squitter(*Weather with UAT)UAT ADS-B Out/In978 MhzUniversal AccessTransceiverMode S userposition infoUAT 978Mhzposition infoRadar Contactposition infoWeather InfoWeather InformationSearchRadarRadio & ControlStationFAA / Air Traffic ControllerADS-B ‘Out’ and ‘In’ ATC Information ExchangesA-4 Cooperative Surveillance 7

Core Avionics Master Plan 2012 Appendix A-4Collaborative Routing (ADS-B and DATA COMM). (2012-2022) Tighter locationaccuracy and increased SA enables controllers to have more confidence that aircraftcan self-regulate safe separation. Properly equipped operators may be allowed todeviate from a prescribed path and proceed along a more desired direct path to theirdestination, saving time and fuel. This level of awareness and confidence on both endssupports a concept called “Collaborative Decision Making,” which the FAA is exploringas a concept of operations for NextGen.3. Funded Enhancements and Potential Pursuits. Continued NAS Access (ADS-B ‘Out’). (2019) ADS-B. 1090ES provides greaterposition accuracy of aircraft at a higher refresh rate than radar scans. More than 80% ofcommercial air carriers have already incorporated ADS-B ‘Out’ functionality. Severallocations in the NAS are already equipped to operate with ADS-B. The groundinfrastructure to support ADS-B is expected to be finished within the NAS by 2013 andthe deadline for mandatory aircraft compliance is January 2020. ADS-B ‘Out’ will berequired to gain access to Class A, B, C, and E airspaces, which include operationsfrom the ground up within 30 nautical miles of several major airports. These airspacesare required for transit in and out of some major military bases, such as Pensacola,North Island, Dallas Fort Worth, and other locations. The PMA209 CNS/ATM team isattempting to address ADS-B ‘Out’ in conjunction with integration of RNP/RNAV andwithin the current program of record funding.B. Flight Safety and Operational Efficiencies. This capability elementfocuses on the operational benefits that can be achieved through the cooperativesurveillance enhancements incorporated to achieve CNS/ATM compliance.1. Current capabilities: Structured Marshalling & Sequencing; LimitedWeather Awareness; Commercial Aircraft Performance Level Deconfliction;Separated Airspace Ops for Unmanned Aircraft.At airfields, aircraft are sequenced using established approach routes. Around theships, aircraft are organized into pre-coordinated marshalling locations. Controllers usetiming estimates and heavily rely on the aircrew to coordinate altitude changes anddownwind turns in order to manage efficient separation for rapid recovery. The ship’sradar is not as accurate or informative as a GPS-based position reporting format. Veryfew Naval Aviation platforms have the real estate or power base to integrate onboardweather radar. Aircrew rely on preflight planning to avoid severe weather, but can findthemselves at risk of mission impact, or worse, if weather conditions do not progress aspredicted. Access to current weather representations could allow aircrews to moreeffectively avoid hazardous conditions. Current commercial collision avoidance systemscan provide useful additional SA of potential conflicts, but cannot provide adequateseparation/deconfliction cues for higher performance maneuvers of tactical aircraft,such as higher speed rendezvous or formation flight. Finally, unmanned aircraftoperations are presenting increasing risk to manned platforms. Despite airspacepartitioning in terms of location and/or altitude, warfighting dynamics are resulting infrequent near mid-air collisions. If unmanned aircraft plan to operate outside special useairspace, they will need to incorporate CNS/ATM functionalities.A-4 Cooperative Surveillance 8

Core Avionics Master Plan 2012 Appendix A-42. Advanced Research and Technology Development.Military Collision Avoidance (Mode 5). (2011-2012) A Small Business InnovativeResearch (SBIR) projects is exploring utilization of TACAN Air-to-Air mode to performaircraft collision avoidance functions within the battlespace. This utility was reportedlydemonstrated by Spanish F-18 aircraft. Algorithms were developed to place a ‘rangebubble’ around aircraft based upon proximity to another cooperating aircraft who wasalso operating on TACAN using a specific channel separation.3. Funded Enhancements and Potential Pursuits.Improved Ship and Shore Approach Sequencing (JPALS). (2018) F-35B and Cearly block deliveries will employ a one-way JPALS data-link integration to facilitateShipboard Relative GPS (SRGPS) aided recoveries. Block four or five will incorporatethe full two-way datalink, which will enable ship controllers to manage improvedmarshalling for more efficient recoveries. Utilization of tighter patterns has alreadydemonstrated time and fuel savings in commercial airport operations, and shouldprovide similar benefits in carrier and multi-spot amphibious ship operations. For moreJPALS details, see the Navigation appendix.Flight Information Service / Weather. (2018) Digital cockpit configurationsdesigned for CNS/ATM compliance will already have the display and processingcomponents required to leverage FIS-B if 978 mhz UAT ‘In’ is incorporated. FIS-Bgraphically provides information that is usually presented in a taped voice message.One major benefit of FIS-B is access to service-provided weather graphics, enabling theaircrew to circumnavigate dangerous conditions, and allow strategic decision-making onflight path, diverts and avoidance maneuvers. Data-linked services can provide weatherawareness to platforms that lack the funds, space or weight margins to integrate adedicated weather radar sensor, and could afford a more cost effective solution.Although data-linked weather may not provide real time information, it does providemuch longer range weather SA.Overt Collision Avoidance (ADS-B ‘Out/In’). (2022) Attempts to modifycommercial TCAS system algorithms to support tactical aircraft combat maneuvering,rendezvous or formation flight were unsuccessful, resulting in false and nuisancewarnings that made the systems unusable. ADS-B system fidelity with Mode S lowerlatency shows promise to provide a military aircraft collision avoidance capability, whichhas been pursued as an element of the OPNAV Aviation Safety Systems policy formore than a decade. ADS-B ‘Out/In’ can be accomplished using both 1090 MHz ESMode S transceivers and 978 MHz UAT. The roadmap shows this line as a continuationof the POM-15 start to achieve FIS-B because it could leverage that initiative. It is listedas ‘overt’ because users must be actively broadcasting and receiving, which wouldprovide information on civil aircraft and other cooperating U.S. and coalition aircraft.Covert Collision Avoidance (M5L2-B). (2025) M5L2-B could provide awareness ofmilitary traffic using encrypted Mode 5 instead of unencrypted Mode S. This schemeenables configured military and coalition aircraft to know each other’s location while notgiving their positions away to unfriendly sensors. M5L2-B could provide ‘covert’ collisionavoidance capability in a combat non-permissive environment where Mode 3/A andMode C and ADS-B are not broadcasted.A-4 Cooperative Surveillance 9

Core Avionics Master Plan 2012 Appendix A-4Manned / Unmanned Airspace Integration (ADS-B “Out/In”) (2025) FAA isalready planning for integration of operations of unmanned platforms into the NationalAirspace. The drive is coming from requirements to conduct military operations andtraining, as well as a demand for civil application unmanned platforms (border patrol,property and livestock management, etc.). It is currently felt that the autonomousoperations and automatic recovery functions will require both ADS-B ‘Out’ and ‘In’situational awareness in order to ensure safe separation.C. Cooperative Combat Identification (ID). The Combat ID CapstoneRequirements Document (CRD) defines Combat ID as follows: “the process of attainingan accurate characterization of detected objects in the joint battlespace to the extentthat high confidence, timely application of military options and weapons resources canoccur.” The Cooperative Combat ID capability element addresses systems that enabledetection and positive identification of friendly forces, coalition partner forces and civilneutrals that are cooperatively providing signals to identify themselves.1. Current capabilities. Identification Friend or Foe (Mode 1,2,3/A,C,4); One WayBlue Force Reporting.Most military aircraft provide their identification using modes of the Mark XII IFFlegacy systems. Modes 1, 2 and 4 are reserved for military use, with Mode 4 usingencrypted interrogations. Modes 3/A and C are used jointly by both civil and militaryATC. The legacy IFF architecture is cooperative in nature and employs a Question andAnswer (Q&A) exchange format. Replies to interrogations identify contacts as friendly orneutral and provide limited mission data. This information is used to confirm friendlycontacts, enhance air traffic control and prevent fratricide. Cooperative Combat IDapplies to both military and civil contacts. Civil aircraft are also using Mode S as theirprimary means to provide PPLI messages to ATC. Those signals, especially if theyinclude EHS parameters, could provide much more information to military operatorsthan can be interpreted by their Mode 3/A and C transponder interrogations; however,few military assets are currently equipped to exploit the Mode S signals. ADS-B ‘In’would enable exploitation of the information being widely broadcasted, but is not beexpected to be mature until after ADS-B ‘Out’ is broadly integrated.2. Funded Enhancements and Potential Pursuits.Improved Combat ID (Mode 5). (2013) NSA decertified Mode 4 in 2003. Mode 4 iscurrently authorized for use; however, NSA will no longer certify development ormodifications of systems that only provide Mode 4. Next generation interrogators andtransponders have been designed to facilitate a growth path for the integration of MARKXII/A Mode 5 IFF systems. Current USN Mode 5 equipment includes the AN/APX-123transponder and the AN/UPX-41(C) shipboard digital interrogator. Other IFF equipmentplanned for Mode 5 upgrades include the AN/APX-119, AN/APX-122, AN/APX-111(V),and AN/UPX-40. Per the current documented requirement, these systems are beingequipped with Mode 5 Level I interrogation and lethal interrogation override. Mode 5Level 1 provides target identification with a significant improvement in range, betterdiscrimination of closely-spaced platforms (reduced signal garbling using a randomreply delay instead of a fixed time delay), reduced false signals and a reduction inspoofing and exploitation vulnerability. This allows multiple aircraft in tactical formationto reply separately, offering greater SA to command and control elements and otherA-4 Cooperative Surveillance 10

Core Avionics Master Plan 2012 Appendix A-4tactical participants. The lethal interrogation override function allows interrogators toattempt to get responses from inadvertently secured friendly unit transponders as a lastresort prior to engagement. Air Force is also incorporating M5L2-B “squitter” (2 MHzsignal) and “triggered” replies into their units. The reply or broadcast signal providesplatform identification (unique number for that particular airframe and country of origin),GPS location and a time stamp. M5L2 provides improved SA. To improve security,Mode 5 has a new NSA-developed encryption algorithm that utilizes a shorter cryptovalidity time and encrypts both the interrogation and reply signal. Mode 5 is backwardcompatible with existing Mode 4 and civil IFF capability, and is compatible with civilATC, including Mode S. A Mode 5 interrogator has already been planned for shipboardapplications and for select aircraft, including: P-8A, F/A-18A+/C/D/E/F, EA-18G, E-2Dand MH-60R. First airborne capability will be deployed in 2013.Fused Sensor and Tactical Data Collaborative Combat ID (CID). (2015) Thefusion server integrated into the Joint Strike Fighter (JSF) hosts software that combinesand compares target track information obtained from all on-board sensors, as well asfrom tactical information data-linked from outside sources. If multiple sensor trackparameters are similar, a contact attribute can be considered more reliable than if itwere derived from a single source data point. Similarly, intelligence and sensor datacombinations can be used to discount parameters that may not be as reliable from asingle range or condition limited sensor, or one that may be getting spoofed. Automatedfusion will produce a higher confidence factor CID solution.Improved Surface Traffic SA, Automatic Identification Service (AIS). (2016) AISis an automated tracking system set up in the Maritime VHF spectrum for surfacevessels that mirrors aircraft IFF reporting and ATC management of aircraft. All surfacevessels over 300 gross tons are required to employ AIS to broadcast their identification,call sign and track information every 2-10 seconds while underway (3 minutes atanchor). AIS enables Vessel Traffic Services (VTS) controllers to receive data-linkedinformation instead of relying on radars for spotting contacts and radio calls for contactidentification. Ships also monitor the data, which assists with navigation and collisionavoidance. AIS integrates standardized VHF transceivers with position reportingsystems (GPS or LORAN-C receivers) and navigation components such asgyrocompasses or rate of turn indicators. AIS information is usually overlaid on mapdisplays. Surface Search and Rescue (SAR) operations are networked with AIS. SARand Surface Defense mission aircraft would benefit from AIS SA, versus relying on opencommunications or visual verifications to confirm surface contact identification. It wouldallow crews to navigate directly to known contacts, or to eliminate contacts to focus onan unknown who is not broadcasting. P-8A has programmed integration of AIS withIncrement II.Increased Battlespace Situational Awareness of Non-combatant Aircraft (ADS-B ’Out/In’). (2025) Incorporation of ADS-B ‘In’ capability would immediately provideconfigured users with increased SA of the civil aircraft operating in their vicinity. It wouldnot only display information provided by larger commercial platforms also equipped withADS-B ‘Out,’ but will display information about smaller general aviation traffic that ATCgets from their secondary surveillance radars. This would enable operators to have amore comprehensive understanding of the status of the air picture, eliminating concernfor most of the unknown (neutral) contacts.A-4 Cooperative Surveillance 11

Core Avionics Master Plan 2012 Appendix A-4Increased Covert Battlespace Situational Awareness of Combatants Mode 5Level 2 – Broadcast (M5L2-B). (2025) Incorporation of M5L2-B capability wouldimmediately provide configured users with increased SA of the coalition aircraftoperating in their vicinity. Their broadcast signals could not be interpreted by other civilor hostile aircraft that were not similarly equipped and aware of the current encryptionkeys. Hostiles would by default stand out, thereby decreasing detection times.Activating the M5L2-B capability could increase SA and bring additional SIAP or COPfunctionality for improved coordination between Coalition partner forces. This elementand the one above are represented in a separate red line from JBC-P because they donot leverage that effort and are not expected to be mature enough to start until later.D. Robustness and Security. Cooperative Surveillance robustness and securityaddress system vulnerability to exploitation. Robustness refers to strength of thesurveillance signals and architecture against spoofing or jamming, as well as the qualityof the positive identification functionality. Security refers to encryption and protection ofinformation across the spectrum of different classifications.1. Current capabilities. Legacy Crypto IFF.As previously stated, Mode 4 is still authorized for use. The NSA restriction limitsdevelopment or modifications of systems that only provide Mode 4. The Mode 5waveform has already been designed and will be deployed for shipboard and airborneapplications. It is more robust, which enables receivers to establish and maintain astronger signal lock to avoid spoofing and jamming. Mode 5 also utilizes an improvedencryption process with algorithms that encrypt both the interrogation and reply signals.2. Funded Enhancements and Potential Pursuits.NSA Compliant Security. (2012) As with Mode 4, NSA has decertified cryptoalgorithms associated with some legacy IFF key-loading equipment. Replacementalgorithms are being developed and certified to replace the decertified software.Enhanced IFF Keying (Mode 5). (2013) Integration of Mode 5 functionality willaddress security and keying support issues that are problematic with Mode 4, therebyenhancing system security. The Mode 5 Crypto Modernization effort will provideupgrades to the Electronic Key Management System (EKMS). Mode 5 does notupgrade EKMS, but EKMS upgrades are required to support MODE 5, including newkeying devices which enhance key loading capabilities, reduce key loading time, andeliminate problems with improperly keyed systems. All Mode 5 keying material will beelectronic. Mode 5 systems are also capable of storing multiple days of key informationand automatic selection of the Communications Security (COMSEC) validity interval,which eliminates issues with key rollover and encryption code change times.A-4 Cooperative Surveillance 12

Core Avionics Master Plan 2012 Appendix A-5Appendix A-5Flight SafetyScope: The Flight Safety capability includes elements that provide protection duringflight operations, enable post-flight proficiency and component performance trendanalysis tools, and support post-mishap analysis. Enabling systems include predictiveground collision protection, crash survivable recorders, military aircraft performancelevel collision avoidance systems, flight operations quality analysis tools and componentcondition monitoring systems.Capability Evolution:Capability Enablers Capability Desired WarfightingElements Enhancements Capabilities• Crash SurvivableRecording• Terrain &ObstacleAvoidance• Airborne CollisionAvoidance• Flying QualitiesAnalysis• ComponentHealth Monitoring• CrashSurvivableFlight IncidentRecorders• GPWS / TAWS• TCAS / MCAC• MFOQA• Sensors &Diagnostics• Multi-FunctionRecorders for wt.& space savings• Reduced CFIT,safer low altitude& DVE operations• Safe Separation• Pilot missionproficiencyimprovement• Decreased Maintcost & time,IncreasedreadinessObjective: Platform & Warfighter Preservation• Force Protection• Global Mobility• EnhancedReadiness• Force GenerationBaseline Enhancement Objectives and Transition Strategy. OPNAVINST 13210.1A(Sep 2009) calls for incorporation of basic safety system elements into all aircraft.While the goal is to provide maximum protection to all operators, it is recognized thatthere are technological limits to solutions for some applications, significant integrationchallenges for some legacy platforms, and limited resources available for investments.The policy includes consideration for waivers, but only under particular circumstancesand with assumption of acceptable risk. Most new production aircraft are configuredwith each of the safety capability elements when they are delivered (in recognition thatintegration during design and development is more affordable). Digital cockpit upgradesto meet civil Communications, Navigation, Surveillance / Air Traffic Management(CNS/ATM) interoperability requirements provide opportunities to solve some technicaland integration challenges and enable more affordable retrofit of safety capabilities tolegacy platforms. Safety systems managers are leveraging technological advancementsin commercial computing to improve crash recorder processing and memory capacity,and are exploring multi-functionality efficiencies (combining safety data recording,mission data recording, safety algorithm processing, and more). Military FlightOperations Quality Assurance (MFOQA) will leverage significant demonstrated successin the commercial airline sector, and is expected to provide the next transformationalleap forward toward meeting DoD and SECNAV mishap reduction objectives.A-5 Flight Safety 1

Core Avionics Master Plan 2012 Appendix A-5Core AvionicsCapability EvolutionRoadmaps 2012Flight SafetyPredictive Terrain Awareness WarningObstacle Avoidance(TAWS II)Improved CFIT Warning(DTED Level II)Improved Degraded Visual Environment(DVE) Recovery Situational AwarenessDegraded Visual Environment(DVE) SA EnhancementPlatform & Warfighter PreservationCapabilityElementsCrashSurvivableDataMandates &MilestonesFY: 11 12 13 14 15 16 17 18 19 20ComponentHealthMonitoringLimited Memory; Limited User Base; Unique SystemsHealth & Usage Monitoring; Limited Sensors; Condition Based MaintenanceFlight OpsQualityAssuranceCrash Survivable Recorder with Multi-LevelSecurity, Data at Rest ProtectionOperational Readiness ManagementImproved Operational Playbackand Assessment Tools (MFOQA)Encryption of Data at Rest (2007);OPNAV Safety Systems Policy ((2009)AirborneCollisionAvoidanceSee & Avoid; Air Traffic Control; Civil Derivative Aircraft Collision AvoidanceTactical Aircraft Midair Collision Avoidance Capability (MCAC) [FY21]Shipboard RecoveryAnimation; ClassifiedNetworked MFOQAEnterprise LevelMFOQA; FocusedOperations ModulesAutonomous RiskIdentificationAutonomous Risk Identification AlgorithmsShipboard Recovery AnimationStructuralPrognostics& HealthManagementImprovedComponentPerformanceAnalysisWirelessMaintenanceInformationDownloadSensor ImprovementsRecording Crash Survivable Memory Increased Capacity, Data & Voice CommonADS-B(OUT)Terrain &ObstacleAvoidanceMandate orMilestoneUnfunded PotentialCapability DevelopmentFunded CapabilityEnhancementAdv ResearchOr Tech DevCapabilityBaselineA-5 Flight Safety 2

Core Avionics Master Plan 2012 Appendix A-5Mandates and Milestones:DoD Encryption of Data at Rest Policy Memorandum. (Jul 2007) Establishes policyfor protection of sensitive unclassified information on mobile computing devices andremovable storage media. All unclassified data stored on removable storage devicesmust be treated as sensitive and be encrypted per standards set by the NationalInstitute of Standards and Technology (NIST) Federal Information Processing Standard140-2 (FIPS 140-2). This standard affects data storage devices as well as missionplanning and mission recording information handling. This policy is an extension ofguidance provided in DoDI 8500.2, Information Assurance (IA) Implementation.OPNAVINST 13210.1A Naval Aviation Policy for Aircraft Safety Systems Avionics.(03 Sep 2009) Directs incorporation of specified flight safety capabilities: Controlled Flight Into Terrain (CFIT) avoidance. Crash survivable aircraft parameter, flight information and audio recording. Airborne collision avoidance protection. Military Flight Operations Quality Assurance (MFOQA).Required system performance parameters are delineated for each of the capabilities. Itcalls for compliance reviews to be conducted at each program milestone, andencourages pursuit of common system solutions. Waiver requests are to be submittedto OPNAV (N98) and must include type/model/series, which safety element is beingrequested for waiver, justification for the waiver, assessment of risk, actions takentoward compliance and plan ahead to achieve compliance.Automatic Dependent Surveillance – Broadcast Out (ADS-B Out) in NationalAirspace. (2020) FAA established the requirement for aircraft operating in high densitytraffic airspaces within the National Airspace (NAS) to be equipped with ADS-B “Out”functionality by 2020. Non-compliance may result in airspace exclusion.Capability Element Evolution:A. Terrain and Obstacle Avoidance. This capability element addresses thecapability to provide awareness to the pilot of potential ground and/or man madeobstacle impact to prevent CFIT mishaps.1. Current capabilities. Predictive terrain awareness warning.There are two primary CFIT avoidance solutions integrated into several platforms.Ground Proximity Warning System (GPWS) software is an embedded implementation ofan algorithm that uses aircraft dynamics and sensor data to determine whether there isa high risk of CFIT. If such a risk is found to be present, the pilot is provided a directivecue (i.e., the pilot is told what maneuver to execute in order to initiate safe recovery ofthe aircraft from the CFIT condition). Terrain Awareness Warning System (TAWS) usespredictive software algorithms improve CFIT warning capability by comparing aircraftaltitude, attitude, and airspeed developed from GPS and/or Inertial Navigation System(INS) against on-board Digital Terrain Elevation Data (DTED) database information.This capability is only available to those platforms that can host the database and havesufficient processing power to drive the TAWS algorithm. TAWS provides improveddynamic flight profile protection over GPWS as well as aural or visual cues that havebeen credited for saving aircraft. Since incorporating TAWS, there has not been oneF/A-18E/F CFIT mishap.A-5 Flight Safety 3

Core Avionics Master Plan 2012 Appendix A-5Rotary wing aircraft are suffering significant losses in current Overseas ContingencyOperations. On a daily basis (almost on a per-mission basis), helicopters frequentlyencounter Degraded Visual Environment (DVE) conditions (also known as ‘brown-out”).The landing attitude and heavy disk loading of the CH-53 make it particularly prone tocreating DVE conditions. Its delivery mission means it can experience DVE severaltimes per mission. Over some periods in the last decade, more aircraft were damagedor lost due to reduced situational awareness in DVE conditions than were lost to enemyfire. Mishaps occur from CFITs, roll-overs, collisions with obstacles or collisions withother aircraft. Legacy platforms lack adequate attitude and hover drift indications, hovercapableautomatic flight controls, or sensors necessary to enable them to conductroutinely safe, controlled recoveries in DVE conditions. Aircrews currently compensatefor the conditions using pilot experience and minimum hover touchdown techniques.2. Advanced Research and Technology Development.DVE Situational Awareness (SA) Enhancement. (2011-2012) There are severaladvance research activities underway to explore technologies that could supportimproved SA in DVE scenarios. PMA261 (H-53 variants) is currently managing industrydemonstrations and reviews of prototype systems, analyzing them for weight, size,power requirements, versatility, effectiveness and cost. PMA209 is leading a SmallBusiness Innovative Research (SBIR) initiative that is testing the use of Flash LightDetection and Ranging (LIDAR or LADAR) to enable aircrew to see through airborneparticulates or to “see and remember” an environment so that a virtual representation(“synthetic vision”) can then be created for safe maneuvering. The Office of NavalResearch (ONR) is managing the Helicopter Product II effort in support of associatedFuture Naval Capabilities (FNCs) which is exploring fusion of LADAR and Passive Milli-Meter Wave (PMMW) technologies with terrain databases for similar objectives. Thesepursuits can also serve to achieve improvements in obstacle avoidance.3. Funded Enhancements and Potential Pursuits.Improved CFIT Warning (DTED Level II). (2013) Higher fidelity DTED informationis required to adequately protect platforms when they operate closer to the ground.DTED Level I is the basic medium resolution elevation data source for all militaryactivities and systems that require landform, slope, elevation, and/or gross terrainroughness in a digital format. The information content is approximately equivalent to thecontour information represented on a 1:250,000 scale map (100 m post spacing). DTEDLevel II (DTED II) is a higher resolution elevation data source that is equivalent to thecontour information represented on a 1: 50,000 scale map (30 m post spacing).Obstacle Avoidance (TAWS II). (2016) The TAWS CFIT function will be enhancedby implementing an obstacle database to warn pilots of possible impact with manmadeobstacles (i.e. towers). The algorithm will use the National Geospatial-IntelligenceAgency (NGA) data base to predict obstacles in the platforms flight path. When theTAWS II algorithm predicts a potential impact the pilot will receive an audio and visualwarning. TAWS II will use DTED II data; which, as described above, is a uniformgridded matrix of terrain elevation values that provides resolution equivalent to 30 mpost spacing. Modern processors will host the increased memory and processing powerrequired to enable TAWS II. The increased database fidelity is required for low leveloperations and improved obstacle avoidance.A-5 Flight Safety 4

Core Avionics Master Plan 2012 Appendix A-5Improved Degraded Visual Environment (DVE) Situational Awareness. (2018)Naval Aviation Center for Rotorcraft Advancement (NACRA) is monitoring Navy andU.S. Army developmental and demonstration efforts to keep pace with promisingcapability evolution that could be transitioned into Department of Navy aircraft. Severaltechnologies and options are being reviewed for affordability, degree of capabilityprovided and potential for near term implementation. Potential solutions includeimproved aircraft attitude, drift and hover cues, automated hover controls, sensors thatcould enable the crew to see through the degraded environment and sensors thatdetect the ground and obstacles to then present a clear virtual visual presentation. Mostcurrent solutions are relatively large and expensive, which presents significantintegration challenges, potential loss of aircraft performance, and affordability impacts.B. Crash Survivable Data Recording. The crash survivable data recordingcapability element primarily addresses a Family Of Systems (FOS) that records flightinformation parameters for mishap analysis. Technology advancements are enablingexpansion of capability to include simultaneous recording of mission and aircraftcomponent condition information.1. Current capabilities. Limited memory; Limited user base; Unique systems.OPNAVINST 13210.1A refers to the Safety Center’s Letter (NAVSAFECEN Ltr Ser03/0414 of March 2001) list of recommended flight and systems performanceparameters to be recorded in different platforms. Some aircraft are recommended torecord more information than others, depending on the type of aircraft, type of recordingsystem they use, aircraft systems configuration and platform architecture (whether ornot they have a digital data bus). The letter also presents parameter ranges, samplingtimes, desired accuracies, minimum recommended data resolutions and number ofvoice channels to be recorded. The prescribed minimum duration for voice recording isthirty minutes. The Naval Safety Center also recommends consulting with them beforesubstituting video recording for data recording. The Aviation Safety Technology WorkingGroup is building a new list of common parameters for all Services, as well as a targetlist of common Mishap Investigation Parameter Standards (MIPS).Many platforms are configured with legacy technology flight recorders that aresignificantly limited in memory capacity. Crash survivable recorders are designed tocontinuously over-write recorded data, and some are able to provide only the last twentyto thirty minute portion of flight. Several do not record voice. Some recorders areintegrated into multiple aircraft, but most are unique systems that will require dedicatedand redundant modernization and sustainment efforts. As a result, integration and lifecycle support costs for the Naval Aviation Enterprise (NAE) are substantially increased.Most of the unique systems also employ proprietary download and analysis toolssupported by a single vendor, resulting in extra time and cost to recover mishap data.2. Advanced Research and Technology Development.Crash Survivable Memory. (2011-2012) Technological advancements with solidstate systems in the commercial Digital Video Recorder (DVR) market presentopportunities to improve unit survivability, robustness, physical footprint and an increasein memory capacity. This initiative seeks to design a digital module that can be hostedin a processor within the crash survivable recorder system.A-5 Flight Safety 5

Core Avionics Master Plan 2012 Appendix A-53. Funded Enhancements and Potential Pursuits.Increased Capacity, Data and Voice, Common Crash Survivable Recorder withMulti-Level Security and Data At Rest Protection. (2018) Fleet requirements groupshave identified capability gaps with their legacy mission recorders, including poorreliability, limited capacity, time-consuming and proprietary down-load and analysis, andobsolescence issues with systems components or recording media. The amount ofmission data desired to be captured already exceeds most legacy system capacitiesand will continue to increase in the digital warfare environment. Some systems useantiquated download and analysis tools that cannot meet the short turnaround timesnecessary in today’s operations to support effective follow-on mission planning. SuperV-8 or VHS recording media are obsolete. In most cases, separate systems are used torecord structural data and critical component health status to provide the capability tomaximize the airframe service life and reduce unnecessary maintenance. Most legacysystems are not capable of handling multiple levels of information security. Missionlocation and voice exchanges may be classified and need to be handled accordingly, ormore practically, separated for simpler management. Additionally, per the 2007Encryption of Data at Rest guidance and subsequent Department of Navy interpretationfor application to integrated aviation systems, recording devices must be enabled toprovide protection against disclosure.C. Airborne Collision Avoidance. Aircraft midair collision avoidance is a functionof Situational Awareness (SA) of adjacent traffic and its relative movement. SA can beprovided by communications with ground controllers using radar or cooperativesurveillance tools, or by integrated on-board equipment. The focus of this section is onintegrated aircraft cooperative location exchange systems, or Midair Collision AvoidanceCapability (MCAC), which until 2011 was known as Airborne Collision AvoidanceSystems (ACAS). MCAC addresses OPNAV 13210.1A’s reference to ACAS.1. Current capabilities. See and avoid; Air Traffic Control; Civil derivativeaircraft collision avoidance.ACAS standards and recommended practices are defined by International CivilAviation Organization (ICAO) standards, annex 10, volume IV. ACAS II is the currentstandard in civil aviation. Traffic Alert and Collision Avoidance System version 7.0 or 7.1(TCAS II) is the Commercial Off-The-Shelf (COTS) ACAS II solution. COTS solutionscannot provide adequate collision avoidance protection for tactical military aircraft dueto their extreme velocities, high closure rates during rendezvous and close proximityduring formation flight. PMA209 conducted a Midair Collision Avoidance System(MCAS) study in 2009 to explore options for protection of tactical military aircraft. Thestudy characterized USN and USMC Mid-Air and Near Mid-Air Collisions (MAC, NMAC)and identified available and predicted systems that may be used to prevent them.Analysis of 45 MACs and 152 NMACs revealed that 83% of the MACs could have beenprevented with such protection. The MCAS study also evaluated several COTS andevolving potential ACAS solutions to determine the best strategy to address thiscapability gap. It recommended continued use of TCAS II systems for commercialderivative fixed-wing transports, and exploration of algorithms using low-latency datalinkedposition information for a tactical aircraft solution. KC-130J uses TCAS II forloose form flight. CV-22 operators also speak positively about TCAS II traffic separationsituational awareness benefits.A-5 Flight Safety 6

Core Avionics Master Plan 2012 Appendix A-52. Funded Enhancements and Potential Pursuits.Midair Collision Avoidance Capability (MCAC). (2021) Platforms will be requiredto have Automatic Dependent Surveillance – Broadcast ‘Out’ (ADS-B ‘Out’) capability tomeet CNS/ATM civil airway access compliance mandates by 2020. Using ADS-B ‘Out,’aircraft constantly “squitter” (pulse) their location, identification and flight parameters toAir Traffic Control (ATC). ATC uses an “ADS-B In” receiver to capture the signals andmanage safe separation of reporting platforms. Integrating ADS-B In functionality ontothe platform, along with proper relative position analysis algorithms and a display, wouldprovide a Cockpit Display of Traffic Information (CDTI) for situational awareness oftraffic in the vicinity, even when operating independently or in areas of reduced ATCsupport. If ATC support is available, they could provide additional data to the aircraftthat can be used to prevent collisions with non-Mode S light civil aircraft that they aretracking with radar or other utilities. MV-22s submitted an Urgent Universal NeedsStatement (UUNS) for collision avoidance and are slated to be the first aircraft equippedwith this capability. Additional information on ADS-B ‘Out’ and ‘In’ is provided inAppendix 4. There is strong interest in the Fleet to get MCAC sooner, but ADS-B Out/Inexchange has been identified as the nearest available technology that can provideposition fidelity with low enough latency to support military aircraft maneuvers, includingformation flight and rendezvous. This strategy leverages the civil sector technology andproduct development efforts to meet the 2020 CONUS ADS-B Out mandate. Fundingfor development of a solution that is expected to use this technology is programmed tostart in 2014. The capability is conservatively projected for delivery in 2021 since it willcome on the heels of the ADS-B Out integration and require additional algorithmintegration and testing. A POM-14 issue was also submitted to accelerate the initiative.D. Flying Quality Assurance. This capability element involves the collection andanalysis of flight parameters, mission information and component performance data toenhance aircrew proficiency and reveal trends that identify potential risk, therebyenhancing safety, improving readiness and mitigating mishaps.1. Current capabilities. Operational Readiness Management.Unless aircrew are training in a simulator or operating on a training range supportedwith telemetry, they do not have standardized automated tools to conduct post-flightanalysis of the mission to analyze quality of the crew’s mission performance or toidentify opportunities for proficiency improvement. The only formally institutionalizedprocess operators currently use is Operational Risk Management (ORM). ORM is a fivestepprocess that manages risk through hazard identification, assessment, optionselection (based upon minimizing impacts or accepting warfighting benefits),establishment of controls and supervision with follow-up evaluations and adjustments. Itis primarily instituted through crew communication and coordination during preflight,execution of procedures while operating, and post-flight debriefings. Commander NavalAir Forces invested in design and demonstration of a post-flight recreation and analysistool, but it has not been developed as an official program of record through competitiveacquisition, systems engineering processes or standard formal testing and certification.H-60, T-45, executive transport and commercial equivalents tools were used to helpidentify baseline requirements for the formal program of record solution.A-5 Flight Safety 7

Core Avionics Master Plan 2012 Appendix A-52. Funded Enhancements and Potential Pursuits.Improved Operational Play-back and Assessment Tools - Military FlightOperations Quality Assurance (MFOQA). (2014) The commercial airline industryinstituted a Flying Operations Quality Assurance (FOQA) program to help withprocedural standardization and pilot proficiency. The major airlines reported that theprogram produced measurable improvements in aircrew proficiency and significantreductions in hazardous events. An OSD memorandum (dated 11 Oct 2005) forSecretaries of the Military Departments directed all Department of Defense (DoD)components to implement a multi-faceted MFOQA capability. Subsequently, theSecretary of the Navy issued a similar memorandum (dated 2 Feb 2006) to theCommandant of the Marine Corps and the Chief of Naval Operations supporting theMFOQA process.Military Flight Operations Quality Assurance (MFOQA) is a knowledge managementcapability and a software-based process that will be hosted on existing Department ofthe Navy (DON) Information Technology (IT) assets. MFOQA will collect, merge, andanalyze pre-recorded aircraft flight data and other available data, such as aircrewinformation, and make the results available to authorized users. MFOQA is a riskmitigation tool which will provide a proactive approach to identify human errors andfailing material components so corrective actions can be taken prior to an aircraftmishap or costly maintenance failure. Changes in flight procedures, habit patterns,training methods, and maintenance practices based upon MFOQA analysis have thepotential to reduce the flight mishap rate and increase readiness.Whereas ORM is a proactive and subjective process based on operator analysis ofpotential risks and implementation of risk mitigation strategies, MFOQA objectivelyanalyzes actual performance data. It involves rigorous post-flight off-aircraft analysis ofdata downloaded after every flight. MFOQA supports four primary functional purposes: Flight Data Analysis (FDA): Automated computer analyses of every flight toidentify hazardous events and trends before mishaps occur, or events and trends ofuser interest, which can be presented to an authorized user in the form of automated,tailorable reports highlighting significant events or sampling multi-flight aggregate datafor trend analysis. Post-Mission Aircrew Debrief (PMAD): Post-flight digital replay and automatedreport generation for any portion of a flight presented to an authorized aircrew toenhance aircrew training. Aircraft Maintenance and Trouble-Shooting (AMATS): Quantitative downloadedaircraft system information presented to an authorized aircraft maintenance user toassist in maintenance and to improve the operational readiness of aircraft. Mishap Investigation (MI): When aircraft flight data is not destroyed in a mishap,the aggregation of PMAD, AMATS and FDA analyses capabilities can provide muchimproved and objective evidence to the Aviation Mishap Board (AMB) to identify causalfactors for remediation of flight and ground mishaps.A-5 Flight Safety 8

Core Avionics Master Plan 2012 Appendix A-5These features permitting aircrew, maintainers and leadership to assessperformance, validate ORM strategies, and proactively implement changes toprocesses and procedures to improve future readiness, efficiency, and safety. Analysistools are available at the squadron level immediately after each flight, which can beapplied in the aggregate across all flight records stored in a file repository. MFOQA willaid in risk management and improve readiness across the spectrum of operations,including Maintenance, Operations, Safety and Training. The maintenance aspects ofMFOQA are designed to supplement current maintenance procedures and processes,and will not replace any established systems. The Navy MFOQA program is theapproved Enterprise program of record for Naval aircraft. The F/A-18C-F and EA-18Gare the lead platforms for integration of this capability.Autonomous Risk Identification. (2016) Software is being developed to analyzeaircraft data and automatically identify desired trend information. For MFOQA purposes,the goal would be to identify operational or proficiency trends that present potential risksor imminent mishaps. This tool would reduce manpower workload for instructors orsquadron analysts, and allow a higher level of analysis across dozens or hundreds ofsorties versus compilation of individual post-flight assessments. It could also enablehigher level commands, such as Wing commanders or Chief of Naval Air Training(CNATRA), to get automated risk identification on a larger scale across squadrons.Enterprise Level MFOQA. (2017) The first increment of MFOQA enables post-flightanalysis at the squadron level. MFOQA Increment 2 would incorporate enhancementsthat support multi-squadron and cross-platform reporting and trending analysis for abroader view of data trends across the Enterprise.Focused Operations Modules. (2017) With additional work, MFOQA analysis toolscould be developed to enable comparison of aircrew specific maneuvers performance to“gold standards.” Commander Naval Air Forces (CNAF) has expressed interest indeveloping modules to support Field Carrier Landing Practice (FCLP), strike, and autorotationevolutions to enhance Safety and Training. Analysis modules developed byCNAF would be adapted and integrated into the MFOQA program of record.Shipboard Recovery Animation. (2020) The current MFOQA program of recorddoes not include complex analysis and software development required to enable theability to visualize takeoffs or landings in the highly dynamic shipboard environment.MFOQA Increment 3 is planned to include enhancements that would incorporate shipposition and motion into the visualization module to enable accurate portrayal of a flightduring embarked operations.Classified MFOQA. (2020) Certain platform missions regularly involve utilization ordownload of classified information and/or capabilities. MFOQA Increment 3 would be aclassified variant of the Increment 2 baseline unclassified Enterprise level utility, and isintended to perform the same functional requirements.A-5 Flight Safety 9

Core Avionics Master Plan 2012 Appendix A-5E. Component Health Monitoring. The component health monitoring capabilityelement addresses systems that capture indications of the performance and integrity ofmajor dynamic components on the airframe.1. Current capabilities. Health and usage monitoring; Limited sensors.Many Naval Aviation aircraft incorporate some form of health monitoring capability.Most of these systems are unique and are often managed by platform prime vendors.They are primarily used to record operating time against forecasted airframe fatigue life.Some take selected measurements of key component attributes, or record equivalentstrain and stress counts for engineering calculations of structural life usage. Manylegacy platform maintenance schedules are built around operating time instead of actualcomponent health degradation or evidence of potential impending failure. TheIntegrated Mechanical Diagnostic and Health and Usage Monitoring System (IMDHUMS) is used on both rotary and fixed wing aircraft and assists with maintenancecheck flights, warns of potential defects, tracks operational and structural life usage, andrecords exceedances. Some systems track component vibration signatures to comparethem against known healthy or problem signatures. Some are also designed to analyzesignature change trends to alert maintainers to perform integrity inspections. Few ofthese systems offer any capability to analyze performance trends. Major componentinspections and removals are usually conducted based simply upon time of operation,which does can result in removal and replacement of systems with plenty of useful liferemaining, or allowing degraded equipment to fail before removal.The V-22 uses a Condition Based Maintenance (CBM) maintenance, which isdesigned to monitor actual component condition and performance so that removals andreplacements only occur when they are needed (to reduce workload and cost), and toensure degraded systems are removed before failure (to increase readiness andprevent mishaps). Their Comprehensive Automated Maintenance EnvironmentOptimized (CAMEO) system provides an adaptable, government-owned, open-source(no licensing costs), non-proprietary, Joint-service, Automated Logistics Environment(ALE) and improved Condition Based Maintenance (CBM+) capability, supportingcontinuous integration and automation of operational, maintenance, and logisticalprocesses and technical data to improve aircraft readiness and reduce sustainmentcosts. It incorporates Interactive Electronic Technical Manual (IETM) publications, hostsan integrated prop-rotor track and balancing system, and enables Built In Test (BIT),engine performance and vibrations trending analysis. This system has several plannedupgrades and will eventually tie in with MFOQA functionalities.2. Advanced Research and Technology Development.Sensor Improvements. (2011) This effort is a Small Business Innovative Research(SBIR) initiative that will evaluate the potential for benefits of incorporating microminiaturewireless sensors into health monitoring systems. Wireless components couldbe more easily and cost-effectively fitted to locations that cannot be connected to therecorder by wires. Other digital and material technology advancements are beingapplied to the aircraft and component health monitoring field. Sensors are detectingsignatures over larger frequency ranges with finer sensitivities. Filters are becomingmore capable at detecting smaller metal or composite traces. Some technology gainsare already being incorporated in unmanned aerial vehicles applications.A-5 Flight Safety 10

Core Avionics Master Plan 2012 Appendix A-53. Funded Enhancements and Potential Pursuits.The Joint Aeronautical Commanders Group (JACG) is a Joint Service, three-starlevel agency that is chartered with leveraging commodity system benefits across theServices. They established the Condition Based Maintenance Advisory Board toanalyze benefits of CBM. The board determined that 9-12% of Class A-E mishapsbetween 2002-2008 could have been avoided with active CBM programs, and haveprojected that 11-12 Class A mishaps could be avoided over the next decade. They alsoconcluded that based upon 2010 flight hours, CBM practices could avoid more than$200M per year in parts replacements and drive a 5-8% increase in readiness.Wireless Maintenance Information Download. (2013) The T-45 Digital Data Set(DDS) is being upgraded to incorporate wireless data download of maintenancediagnostic information, which will enable operations planners and ground crews todecrease aircraft turnaround following syllabus events which will ultimately increase theoverall aircraft readiness level. Wireless digital transmission basically eliminates therequirement for additional ground support equipment and minimizes potential corruptionof data seen during manual transfer. The new system transfers the maintenance data inconjunction with recorded mission audio and video data at a rate of 1 gigabits persecond. Current download of engine life monitoring data can take two maintenancepersonnel up to ninety minutes per aircraft. With an average of 300 sorties per day, therapid wireless download capability produces significant man hours and cost savings.The system also enables higher fidelity data collection by increasing the sampling ratefrom 8 to 32 hz.Improved Component Performance Analysis. (2014) When MFOQA is fielded onHornets and Growlers in 2014 it will enable AMATS enhanced trouble-shooting.Maintainers will be able to play back flights and directly observe primary aircraft flightperformance information, maintenance status panel codes, and physical movement ofcontrol surfaces. They will also be able to get a much better feel for the aircraftenvironment and operating parameters that may have contributed to the anomaly at thetime of the occurrence, such as high angle of attack for the engine intake, high g-loadfor actuators, etc.Structural Prognostics and Health Management. (2015) Joint Strike Fighter (JSF)will field Structural Prognostics and Health Management (PHM) capability in support ofmission sortie generation/readiness objectives. Wirelessly downloaded parameters willinclude fuel state, ammunition state, expendables state, and component healthconditions requiring maintenance in order to minimize turnaround time. Real time,accurate down-link of specific component conditions supports CBM, which willsignificantly enhance readiness by enabling maintainers to move from time-scheduledremovals and inspections to removing items only when required. Removing componentsonly when they have achieved their tolerance limit of safe operations can also returnsignificant cost avoidances by extending the lives of the parts beyond their engineeringestimates, thereby reducing the costs of repairs or replacements. CBM may also resultin reduced requirements for spares inventories or deployed spare support footprints.A-5 Flight Safety 11

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Core Avionics Master Plan 2012 Appendix A-6Appendix A-6Self-ProtectionScope: Addresses Aircraft Survivability Equipment (ASE) for Electronic Support (ES),Electronic Attack (EA) and advanced Electro-Optic/Infrared (EO/IR) sensing that enableplatforms to successfully conduct operations in a battlefield. The systems enablesusceptibility reduction through Radio Frequency (RF) confusion, prevent selfidentification,create deceptive targets, detect radar signals and threat lasers, identifyhostile radar detectors and detect ballistic events (such as guided missiles, unguidedrockets and unguided ballistic fires, i.e. hostile fire). They also employ tactics andcountermeasures against threats using directed RF and IR jamming, chaff dispensing,flares, decoys or other obscurants that prevent hostile weapons system effectiveness.Capability Evolution:Capability Enablers Capability Desired WarfightingElements Enhancements Capabilities DispensedCountermeasures ElectronicCountermeasures Radar Protection Missile Protection Infrared Protection RF Receivers EO MultibandSensors Interrogators Jammers Dispensers Displays AdvancedProcessorsObjective: Platform & Warfighter ProtectionBaseline to Objective Transition Strategy: Increased fidelity Integrated Systems Viable threatdatabases Intelligent jamming Smart Dispensing Multi-functionaldisplays Expanded RFfrequency bands ComprehensiveEO/IR sensing ForceNet Distributed Ops Coordinated Detect-to-EngageSelf-Protection Integrated On-board & Off-boardSelf-Protection Modular Open Systems Architecturefor ASE Intelligent, Multi-band Jamming International Intelligence Files Smart Interrogators Target ID Correlation from MultipleSystems Smart Dispensers Directed Energy for ASECurrent baseline mission sensor capabilities equip Navy and Marine Corps fixed-wing,tilt-wing and rotary-wing aircraft with a variety of situational awareness (SA) andcountermeasure capabilities in the RF and EO/IR spectrums. Many of these capabilitiesare aircraft platform-specific solutions that support each platform’s required operationalthreat environments and contribute into platform tactics, techniques and procedure forsusceptibility reduction. The vision of the Naval Aviation Enterprise (NAE) is to equip allnaval aircraft with integrated aircraft survivability equipment (IASE) systems withmodular, open system architectures that are optimized to ensure survivability across theplatform’s full range of operations. PMA-272, N98 and CNAF combine to form theNAE’s Advanced Tactical Aircraft Protection Systems (ATAPS) team, which is charteredto achieve this objective.A-6 Self Protection 1

Core Avionics Master Plan 2012 Appendix A-6Core AvionicsCapability EvolutionRoadmaps 2012Self ProtectionDispensers and Towed SystemsSmart DispensingReeled Out-InTowed DecoyPyrophoric ExpendableEnhancementsPlatform & Warfighter ProtectionProgrammable Pulse & Continuous Wave SensorsNarrow-band HighGain Electronic AttackImproved DECMFiber OpticTowed DecoyEnhanced Power UpgradesCapabilityElementsDispensedCounter-MeasuresElectronicCounter-MeasuresRadarProtectionMissileProtectionMandates &MilestonesRadar Signal DetectionHigher Fidelity Sensor& Aperture UpgradesFully IntegratedDIRCM InterfaceHighly Integrated PhotonicsInfrared Sensor JammingInfraredProtectionDigital Receiver UpgradeSpecific Emitter IDIR Missile & Ballistic DetectionSolar Blind UVJATASAdvanced Threat WarningCIRCMMini Pointer/TrackerIntegrated Photonics SuiteAdvanced Threat CMFiber & Laser DevelopmentCIRCM IOC(Army)Meta-material Chaff Duo-chrome & Dazzle ExpendablesALQ-214Blk3 IOCJATASIOCJATASMS-C LRIPJATASCDRALE-55MSIII/IOCJATASMS-BFY: 11 12 13 14 15 16 17 18 19 20Mandate orMilestoneUnfunded PotentialCapability DevelopmentFunded CapabilityEnhancementAdv ResearchOr Tech DevCapabilityBaselineA-6 Self Protection 2

Core Avionics Master Plan 2012 Appendix A-6PMA-272 also collaborates with numerous other DoD and Service-specific entities,including the Joint Electronics Advanced Technology (JEAT), Naval Aviation Center forRotary Wing Advancement (NACRA), Joint Aircraft Survivability Program Office(JASPO), all Service laboratories (DARPA, NRL, AFRL and ARL), and other Service'sscience and technology development organizations such as Army Intelligence,Information Warfare Directorate (I2WD) to achieve that goal.Requirements.Mission sensor and countermeasure avionics that provide Electronic Warfare (EW)self-protection capabilities are mission enablers in Joint Functional Concepts such asBattlespace Awareness, Force Application, and Force Protection. These joint conceptsflow into the naval capabilities of Sea Strike and Sea Shield outlined in Sea Power 21.Top-level EW requirements for Airborne Electronic Attack and Counter Air/Counter AirDefense are presented in an EW Initial Capabilities Documents (ICD).PMA-272 program office manages the aircraft survivability equipment (ASE) portfolioin accordance with the budgetary process, urgent needs statement requirements fromcustomer groups, Fleet Forces Command and other directives for ASE. Themaintenance of a constant open channel of communication between PMA-272 andNAVAIR, USMC Aviation P and its customer base through the Commander, Naval AirForces’ (CNAF) Naval Aviation Readiness Group (NARG) provides a process to receivefleet input for electronic warfare, in general, and self-protection, in specific.A. Dispensed Countermeasures.1. Current Capabilities.The AN/ALE-39 Counter Measure Dispenser System (CMDS) is a legacy systemcapable of dispensing chaff, flare and/or other expendables. This aging system is beingreplaced with the AN/ALE-47 system.The AN/ALE-47, the current generation CMDS, protects host aircraft in a multi-threatenvironment and provides expendable countermeasure dispensing capability throughthe use of programmable dispense programs and parameters through a MemoryLoader/Verifier Set (MLVS) over a MIL-STD-1553 type data bus. It is capable of fullintegration with the defensive avionics suite of the host aircraft for automatic threatadaptivedispensing of expendable countermeasures based on a loadable mission datafile. It can be operated independent of any other avionics system in a manual mode fordirect pilot control in the event of interfacing equipment failure, non-availability ormission requirements. The AN/ALE-47 has four operational modes to dispenseexpendables: manual, bypass, semi-automatic, and automatic. In the automatic andsemi-automatic modes, the AN/ALE-47 receives threat information from the threatsensors and uses the data to calculate dispense program parameters using a “cocktail”of expendables to implement against specific threat(s). The AN/ALE-47 also has up tosix manual dispense programs that the pilot/aircrew can release. The CMDS providesthe aircraft with an expendable countermeasures capability against RF, IR, and EOthreats from Anti-Aircraft Artillery (AAA), Surface-to-Air Missiles (SAMs), Air-to-AirMissiles (AAMs), and Airborne Interceptors (AIs). The CMDS design is programmablethat will allow the system to counter future threats when deployed through mission datafile modification, which increases capability with newly developed expendables anddispensing sequences (a.k.a. cocktails) that will meet the threat.A-6 Self Protection 3

Core Avionics Master Plan 2012 Appendix A-6The F/A-18 T3F Launcher for the AN/ALE-50A and the AN/ALE-55 AdvancedAirborne Expendable are designed to seduce incoming RF-guided missiles away fromthe aircraft in the endgame phase of an enemy missile's flight. The decoys are launchedwhen needed and towed behind the host aircraft until it is severed before landing. TheAN/ALE-55 is an advanced Fiber Optic Towed Decoy (FOTD) that is capable of moreadvance techniques than the AN/ALE-50. Both Decoys use the version of the AN/ALE-50A launcher. The complete system uses the Integrated Multiple Launch Controller(IMPLC) Dispenser and the towed decoy.Expendable IR Countermeasures (IRCM): The IRCM decoy deploys from theAN/ALE-47 CMDS and is a device designed to provide an alternative heat source andseduce the threat missile away from the aircraft towards the flare. Its function is to actas a false target or decoy to the approaching heat-seeking missile. When dispensedfrom the target platform, the flare falls away in such a way as to divert the threat missilefrom the target. Because of the complexity of advance threat missiles and the lack ofSA about which missile type is inbound, comprehensive techniques utilizing multipledecoys must be devised and tailored for each type aircraft.RF Passive Countermeasures: Also deploying from the AN/ALE-47, chaff is one ofthe most widely used and effective expendable self-protection devices, a form ofvolumetric radar clutter consisting of multiple metalized radar reflectors designed tointerfere with and confuse radar operation. It is dispensed into the atmosphere to denyradar acquisition, generate false targets, and to deny or disrupt radar tracking. Chaff isdesigned to be dispensed from an aircraft and function for a limited period.Active RF Expendable Jammers: Active RF expendable jammers are designed toprovide endgame protection for tactical aircraft against SAM and AAM radar guidedmissiles.2. Funded Enhancements and Potential Pursuits.Power PC Processor. (2010) The AN/ALE-47(V) currently uses a 16-bit MIL-STD-1750A Central Processing Unit (CPU) as the main processor. Due to the age of thearchitecture, the 1750A does not provide the needed growth or capability required of theAN/ALE-47 in future years. Availability, memory restrictions, throughput restrictions andincreased maintenance costs are all mission vulnerabilities created by the continueduse of the 1750A processor. In order to reduce these mission vulnerabilities theDepartment of the Navy is planning to replace the 1750A CPU with a Power PCprocessor. The AN/ALE-47(V) can be integrated with on-board systems to receiveaircraft attitude, altitude and airspeed as well as threat angle of arrival (AOA), range,etc. The capability to use these parameters to optimize dispense program effectivenessand expendable consumption, also known as Smart Dispensing, is being pursued foraircraft with integrated systems.Enhanced Expendables. (2012) The expendables used in the AN/ALE-47dispenser system are constantly being upgraded with technological enhancements toimprove safety, reliability or producibility, and to increase their effectiveness against theadvanced IR and RF threat. A replacement for the GEN-X Electronic Decoy is currentlybeing studied to provide a capability required for future contingencies. Advances inpyrotechnic and pyrophoric type decoys are being pursued to enhance countermeasureA-6 Self Protection 4

Core Avionics Master Plan 2012 Appendix A-6effectiveness, centered on defeating the counter-countermeasures of the advanced IRMANPAD, including tailoring the spectral output, output in different bands, improvingaerodynamic qualities and improving kinematic performance. The expendable dispensetechniques are as important to defeat the advanced threat as the expendables, so acontinuous effort is required to derive, test and field more sophisticated, effectivetechniques. To this end, the program office has added a program element called AircraftSurvivability Program Optimization (ASPO) funding line in the budget to optimize threatresponse techniques and tactics, increase modeling and simulation efforts and toincrease in-field ASE grooming. ASPO will help meet future threats that demandexpendables and directed energy solutions be synergized.B. Electronic Countermeasures.1. Current capabilities.The AN/ALQ-126B is a programmable airborne Defensive ElectronicCountermeasures (DECM) system capable of intercepting, identifying, and processingreceived radar pulse (only) signals and applying an optimum countermeasurestechnique, thereby improving individual aircraft probability of survival against a variety oflegacy surface-to-air RF threats. The system operates in a variety of host aircraft in astand-alone or EW Suite mode. In the EW Suite mode, the AN/ALQ-126B interfaceswith the Radar Warning Receiver (RWR) in a coordinated, non-interference mannersharing information for enhanced operation in a non-interference basis.The AN/ALQ-162(V)1 is a programmable airborne DECM system capable ofintercepting, identifying, and processing received Continuous Wave (only) radar signalsand applying an optimum countermeasures technique in the direction of the radarsignal; thereby, improving individual aircraft probability of survival against a variety ofactive and semi-active RF radar-guided missile threats. The system is installed inpylons on Foreign Military F/A-18 and F-16 aircraft, installed with the AN/ALQ-126B inthe AN/ALQ-164 pod on USMC and Foreign Military AV-8B aircraft, and internallymounted in a variety of U.S. Army rotary wing aircraft. The system operates in a standaloneor EW Suite mode. In the EW Suite mode, the AN/ALQ-126B interfaces with theRadar Warning System (RWS) in a coordinated, non-interference manner sharinginformation for enhanced operation in a non-interference basis. An upgraded version ofthe system, ALQ-162(V)6, was developed and produced via a joint Foreign MilitarySales (FMS) initiative to add Digital Radio Frequency Memory (DRFM)-based, pulseDoppler radar jamming capability and increased transmitted power using a MicrowavePower Module (MPM). The AN/ALQ-164(V)6 configuration is installed in F-16 pylonsand internally aboard AH-64D Apache helicopters.The AN/ALQ-165, the Airborne Self-Protection Jammer (ASPJ) is an airborneDECM, a programmable modular automated system capable of intercepting, identifying,processing received radar (pulse and continuous) signals and applying an optimumcountermeasures technique, thereby improving individual aircraft probability of survivalagainst a variety of surface-to-air and air-to-air RF threats. The system operates in avariety of host aircraft in stand-alone or EW Suite mode. In the EW Suite mode, theAN/ALQ-165 interfaces with the RWR in a coordinated, non-interference manner. TheAN/ALQ-165 was designed to operate in a high density electromagnetic hostileenvironment with the ability to identify and counter a wide variety of multiple threatsincluding those with Doppler characteristics.A-6 Self Protection 5

Core Avionics Master Plan 2012 Appendix A-6The AN/ALQ-214 is the onboard jammer (OBJ) an advanced airborne IntegratedDECM programmable modular automated system capable of intercepting, identifying,processing received radar signals (pulsed, pulsed Doppler, and continuous wave) andapplying an optimum countermeasures technique, thereby improving individual aircraftprobability of survival against a variety of surface-to-air and air-to-air RF threats. Thesystem operates in a stand-alone or EW Suite mode. The AN/ALQ-214 Block IIIUpgrade is the current baseline system and works with the AN/ALE-55 fiber FOTD. TheAN/ALQ-214 was designed to operate in a high density electromagnetic hostileenvironment with the ability to identify and counter a wide variety of multiple threatsincluding those with Doppler characteristics.2. Funded Enhancements and Potential Pursuits.On-Board Jammer Enhancements. (2012) The ALQ-214 is being modified torender it suitable for carrier-based operations, when installed in the F/A-18C/D, whileretaining full functionality, to include driving the AN/ALE-55 FOTD, when installed in anF/A-18E/F. This modified design will provide F/A-18C/D aircraft the capability to detectand respond to pulsed, pulsed Doppler, and continuous wave threats. This EngineeringChange Proposal (ECP) for block IV effectively alters the ALQ-214 onboard jammer to aModular Open Systems Architecture (MOSA) and institutes size, weight and powerreductions along with other upgrades.C. Radar Protection.1. Current capabilities.The AN/ALR-67(V)2 RWR has provided warning capability for both US and foreignmilitary aircraft since 1982. It has three different types of receivers; a broadband crystalvideo receiver, a super-heterodyne receiver, and an integrated low-band receiver. Italso has an antenna array and an azimuth indicator, which are controlled by a CP-1293C threat processor. The AN/ALR-67(V)2 was produced by Northrop Grumman andis used in the F/A-18, and AV-8B aircraft. The FMS version of this system hasimplemented diminishing manufacturing sources and material shortages (DMSMS)programs to maintain system operational capabilities as this system ages.The AN/ALR-67(V)3 is the newest generation RWR and is installed in the F/A-18E/FSuper Hornet. The purpose of the RWR is to detect, identify, and localize the radar ofpotentially threatening weapon systems. Contracted for development in 1989 to HughesAircraft Company (now Raytheon), the AN/ALR-67(V)3 uses channelizer rather thanCrystal Video Analog-to-digital (CVAD) technology. The system has added millimeterwave capability, while retaining low band and the 4-quadrant high band microwavecapabilities. The high band antennas are an improvement over the AN/ALR-67(V)2antennas.The AN/APR-39A(V)2 is a multi-service Radar Signal Detection Set (RSDS) and isone of the most widely used RWRs in the world. The RSDS detects, determinesdirection, classifies, and provides audible and visual cues to the aircrew when radarsignals illuminate the platform. A key feature of the AN/APR-39A(V)2 is areprogrammable memory unit that stores a Mission Data Set (MDS) containing radarsignatures and processing information specific to the geographical area of operation.A-6 Self Protection 6

Core Avionics Master Plan 2012 Appendix A-6The MDS determines how signals are classified and prioritized, and associatesaudible messages and visual symbols that will be displayed to the aircrew. TheAN/APR-39A(V)2 can operate independently, providing audible alerts over the platformaudio bus, and symbols on the IP-1150A display. The RSDS has been upgraded to theAN/APR-39B(V)2 configuration for the U.S. Navy and Air Force on aircraft (such as theAH-1Y or AH-1Z) with integrated avionics bus processing, the AN/APR-39B(V)2 acts asthe EW bus controller, polling and controlling other Aircraft Survivability Equipment(ASE) on the platform, including the AN/AVR-2 Laser Detecting Set, AN/AAR-47 MissileWarning Set, and AN/ALE-47 Countermeasures Dispenser. The AN/APR-39B(V)2 actsas the integration processor for the federated ASE sensor suite.The processor stack has an upgraded interface card inserted to allow the system tobe a receiver/transmitter on a MIL-STD-1553 data bus. The AN/APR-39B(V)2 providesRSDS status and symbol display information via the data bus for use on aircraftequipped with integrated avionics processors and Multi-Function Displays (MFDs).2. Funded Enhancements and Potential Pursuits.The program office has obtained FY10/11 funding to replace existing ALR-67(V)2with the newer ALR-67(V)3 in lieu of pursuing continued DMSMS solutions.Processor Upgrades. (2015) The AN/APR-39A/B(V)2 is being upgraded forsustainability and to meet emerging DECM requirements. The AN/APR-39C(V)2processor upgrade will replace seven circuit card assemblies with three modernizedprocessor cards to increase the processing speed and emitter library memory size. TheAN/APR-39C(V)2 will also incorporate an AN/AAQ-24(V)25 Directed InfraredCountermeasure (DIRCM) interface for improved pilot awareness and systemmanagement. Further planned improvements (i.e. AN/APR-39D(V)2) will include:replacing the analog-tuned receiver with a digital receiver and replacing the spiralantennas with dual-pole spiral antennas which will increase the probability of detectionof pulse-Doppler radars, cross-pole/circular polarization and improve accuracy of Angleof-Arrival(AOA). These enhancements will provide for the operational viability of theAN/APR-39 well into the 21 st century and preclude impending DiminishingManufacturing Sources (DMS). The AN/APR-39, with technology upgrades, is wellpositioned to be the ASE central processor and will act as the platform’s EW buscontroller.D. Missile Protection.1. Current capabilities:The AN/ALQ-144 Omni-Directional IR Jammer is pre-emptive jammer to protectrotary wing platforms from early generation IR seeking missiles. The Navy and MarineCorps have made a decision to retain this system on aircraft where installed while otherIRCM efforts mature.Deployed on helicopters and transport aircraft, the AN/AAR-47 Missile WarningSystem (MWS) warns of threat missile approach by detecting ultraviolet radiationassociated with the rocket motor and automatically initiates flare dispense. In 2011, theAAR-47 algorithm update included the ability to detect small arms fire, a.k.a. hostile fireindication (HFI). The MWS provides attacking missile declaration and sector directionA-6 Self Protection 7

Core Avionics Master Plan 2012 Appendix A-6finding and interfaces directly to the AN/ALE-39/47 countermeasures dispenser.Detection algorithms are used to discriminate against non-approaching radiationsources. The AN/AAR-47 is a passive system consisting of four sensor assemblieshoused in two or more sensor domes, a central processing unit, and a control indicator.Recent development of AAR-47B(V)2 increase the probability of missile warningdetection in harsh, UV-cluttered operating environments.As the first fielding of a directed energy weapon system, the AN/AAQ-24(V)25Department of Navy (DoN) Large Aircraft Infrared Countermeasure (DoN LAIRCM)program provides a laser-based, directed infrared countermeasure (DIRCM) solution toincrease the survivability of Marine Corps rotary wing assault aircraft against IR guidedthreats. The DoN LAIRCM system is an upgrade to the Air Force's AN/AAQ-24 LAIRCMmissile warning system developed by the USAF. DoN LAIRCM integrates 2-color IRmissile warning sensors with the improved Guardian Laser Transmitter Assemblies. TheDoN LAIRCM system is designed to provide CH-53E (lead) and CH-46E platforms withself-protection against IR guided surface-to-air missiles by detecting their signaturesand defeating them with laser jamming. The DoN LAIRCM system successfullydemonstrated Early Operational Capability in November 2009 and was approved forlimited fielding of 32 systems on CH-53E aircraft in support of Operations OIF and OEF.DoN LAIRCM capable CH-53Es are currently flying operational missions in-theater. Thetwo-color IR sensor in DoN LAIRCM will undergo an upgrade in 2012 to be able todetect hostile fire from unguided munitions. Due to size, weight and power restrictions,this system is not being considered for smaller platforms. The Army CIRCM programdevelopment is being conducted in close cooperation with the PMA-272 program officesince the CIRCM will be procured for inclusion onto Navy and Marine Corps aircraft withthe MV-22 as the lead platform for the Navy's efforts.2. Funded Enhancements and Potential Pursuits.Joint and Allied Threat Awareness System (JATAS). (IOC 2015) The nextgeneration MWS will be the Joint and Allied Threat Awareness System (JATAS) whichcommenced a competitive Engineering and Manufacturing Development phase with asingle vendor in 2011. JATAS, in its final form, will be a two-color IR sensor that willprovide integrated missile warning, laser warning, situational awareness and HFI forAssault Support aviation. Intended host platforms include the MV-22B, AH-1Z, UH-1Y,MH-60R/S. The system will be developed with Modular Open Systems Architecture(MOSA) to enable upgrade, technology refresh and integration with other platforms. PerSECDEF guidance, the Navy is the lead Service and is working closely with theprogram office of the Army (Program Directorate ASE) in the development of JATAScapabilities and interfaces to meet inter-Service transfers of this system onto Armyplatforms.Advanced Threat Warning (ATW). (IOC 2012) The DoN LAIRCM 2-color sensorwill undergo an engineering change to attain the capability for hostile fire warningthrough a change in processor, high speed detector chip and software.Guardian IRCM Pod upgrade. (IOC 2013) Using assets from a 2004-2007Department of Homeland Security commercial airline IRCM program, PMA-272 willupdate and convert several pods in 2012 for demonstration as a pilot program toexpand the IRCM capability to fixed-wing airframes. PMA-207 is the transition partnerto outfit common-user aircraft.A-6 Self Protection 8

Core Avionics Master Plan 2012 Appendix A-6E. Infrared Protection.1. Current capabilities: The AN/ALQ-157 infrared jammer deployed on CH-46Eand CH53D aircraft, will also remain in place until future system installation (seeAN/ALQ-24(V)25) is complete.2. Funded Enhancements and Potential Pursuits.Common Infra-Red Counter Measure (CIRCM). Navy and Marine Corps fixed androtary wing platforms have a need for covert, highly effective protection againstadvanced IR-guided SAMs and AAMs. The use of an onboard laser provides foressentially unlimited platform protection. This constitutes a desirable capability since theprotection currently available to Navy platforms is severely limited by the number ofcountermeasure assets that can be carried onboard. The IRCM ASE AcquisitionDecision Memorandum (ADM) identifies the Army’s Next Generation Advanced TacticalInfrared Countermeasure (ATIRCM) system must satisfy the joint need for a compact,light weight, highly reliable IR countermeasure. The Army and Navy requirementsoffices are currently developing a capabilities development document for this follow oncapability, known as the Common Infrared Counter Measure (CIRCM). The Navy willparticipate in this Army development program.A-6 Self Protection 9

Core Avionics Master Plan 2012 Appendix A-6(Intentionally Blank)A-6 Self Protection 10

Core Avionics Master Plan 2012 Appendix B-1AcronymsAAAAAMACASACISTACLSACOACSADAPADMADNSADS-BAEAEHFAESAAFDSAIAISRAJAMCAMC&DAMPCDAMUAMWSANDVTAOAAPAPBAPIAPNAPWARAIMASASD/NIIASN/RDAASPJASEASOATAPSATCADTLATOATFLIRATMATRAVDLRAWICSBACNBAMSBEAMBFSABFTAnti-Aircraft ArtilleryAir-to-Air MissileAircraft Collision Avoidance SystemAviation Capability Integration SystemsTeamAutomatic Carrier Landing SystemAirspace Coordination OrderAdvanced Crew StationAdvanced Digital Antenna ProductionAcquisition Decision MemorandumAutomated Digital Network SystemAutomatic Dependent Surveillance-BroadcastAntenna ElectronicsAdvanced Extreme High FrequencyAdvanced Electronically Scanned ArrayAvionics Full Duplex Switched(Ethernet)Airborne InterceptorsAirborne Intelligence, Surveillance &ReconnaissanceAnti-JamAdvanced Mission ComputerAdvanced Mission Computer andDisplayAdvanced Multi-Purpose Color DisplayAdvanced Memory UnitAdvanced Missile Warning SystemAdvanced Narrowband Digital VoiceTerminalAngle of ApproachArea PlanningAcquisition Program BaselineApplication Programming InterfaceAviation Procurement, NavyAviation Weapons SystemsRequirements BranchAdvanced Random AutonomousIntegrity MonitoringAcquisition StrategyAssistant Secretary of Defense/Networks & Information IntegrationAssistant Secretary of the NavyResearch, Development, & AcquisitionAircraft Self-Protection JammerAircraft Survivability EquipmentAir Support OperationsAdvanced Tactical Aircraft ProtectionSystemAir Traffic ControlAdvanced Tactical Data LinkAir Tasking OrderAdvanced Targeting Forward LookingInfra-RedAir Traffic ManagementAir Transport RackAviation Depot Level RepairAirborne Wireless InternalCommunications SystemBattlefield Airborne CommunicationsNodeBroad Area Maritime SurveillanceBandwidth Efficient AdvancedModulationBlue Force Situational AwarenessBlue Force TrackerBITBLOSBLTBOSSbpsBRNAVC2ISRCAASCAMPCANCASCBMCCMC-CRPACDDCDNUCDRCDRACDTICECCFECFITCIBCIDCIOCIRCMCJCSCMCMDSCMNCNAFCNATRACNRCNRWGCNS/ATMCOCOMCOECOMSECCOPCOTSCPDCPDLCCRDCRPACSADCSRCSSCTCVADCWCWECWRIIPDADC(A)DDSD-GPSDaCASDAFIFDAMADAPBuilt In TestBeyond Line of SightBEAM Line-of-sight TransmissionBuy Our Spares SmartBytes Per SecondBasic Area NavigationCommand and Control, Intelligence,Surveillance and ReconnaissanceCommon Avionics Architecture SystemCore Avionics Master PlanCommunications and NetworkingClose Air SupportCondition-Based MaintenanceCommon Crypto ModuleConformal Controlled Reception PatternAntennaCapability Development DocumentsControl Display Navigation UnitCritical Design ReviewCritical Design Review AssessmentCockpit Display of Traffic InformationCooperative Engagement CapabilityCommercial Furnished EquipmentControlled Flight into TerrainCommon Interactive BroadcastCombat IdentificationChief Information OfficerCommon Infra-Red Counter-MeasuresChief, Joint Chiefs of StaffCryptographic ModernizationCountermeasure Dispenser SystemConcurrent Multi-NettingCommander, Naval Air ForcesChief of Naval Air TrainingCombat Net RadioCombat Net Radio Working GroupCommunications, Navigation andSurveillance/Air Traffic ManagementCombatant CommanderCommon Operational EnvironmentCommunications SecurityCommon Operational PictureCommercial Off-the-ShelfCapability Production DocumentController/Pilot Data LinkCommunicationsCapstone Requirements DocumentControlled Reception Pattern AntennaCabin Situational Awareness DeviceCrash Survivable RecorderCentral Security ServiceCipher TextCrystal Video Analog to DigitalCollaborative WarfareCollaborative Warfare EnvironmentCost Acquisition Wise ReadinessIntegrated Improvement ProgramDecision AltitudeDeputy Commandant (Aviation)Digital Data SystemDifferential Global Positioning SystemDigitally Aided Close Air SupportDigital Aeronautical Flight InformationFilesDemand Assigned Multiple AccessDownlink Aircraft ParametersB-1 Acronyms 1

Core Avionics Master Plan 2012 Appendix B-1DDSDigital Data SetDGPSDifferential Global Position SystemDECMDefensive Electronic CountermeasuresDFEDigital Flight EquipmentDIRCMDirected Infrared CountermeasuresDISADefense Information Systems AgencyDISNDefense Information System NetworkDMCDigital Map ComputerDMDDigital Memory DeviceDMEDistance Measuring EquipmentDMSDiminishing Manufacturing SourcesDMSMSDiminishing Manufacturing Sources andMaterial ShortageDoN LAIRCM Department of the Navy Large AircraftIR CountermeasureDoDDepartment of DefenseDODIDepartment of Defense InstructionDOTMLPF Doctrine, Organization, Training,Material, Leadership, Personnel &FacilitiesDPDeparture ProceduresDRFMDigital Radio Frequency MemoryDSNDefense Switch NetworkDSCSDefense Satellite CommunicationsSystemDTEDDigital Terrain and Elevation DatabaseDVEDegraded Visual EnvironmentDVRDigital Video RecorderECPEngineering Change ProposalEDMEngineering Development ModelEFBExpected Final BearingEFBElectronic Flight BagsEGIEmbedded GPS in INSEHSEnhanced SurveillanceEKMSElectronic Key Management SystemELSElementary SurveillanceEMCONEmission ControlEOElectro-OpticalESIPEnhanced SINCGARS ImplementationProgramETEnhanced ThroughputEWElectronic WarfareFAAFederal Aviation AdministrationFAB-TFamily of Advanced BLOS TerminalsFARFederal Acquisition RegulationsFBCB2Force XXI Battle Command Brigade andBelowFCCFederal Communication CommissionFDDFunctional Description DocumentFFCFleet Forces CommandFFNFleet Flash NetworkFIS-BFlight Information Service – BroadcastFLIPFlight Information PublicationFLIRForward-Looking Infra-RedFMSFlight Management SystemFMVFull Motion VideoFNCFuture Naval CapabilityFOFiber OpticFOCFull Operational CapabilityFOGFiber Optic GyroFOTDFiber Optic Towed DecoyFOVField of ViewFRPFull Rate ProductionGAS-1GPS Antenna SystemGBASGround Based Augmentation SystemGCASGround Collision Avoidance SystemGCCS-M Global Command and Control System –MaritimeGENSER General ServiceGFEGovernment Furnished EquipmentGIGGlobal Information GridGPGeneral PlanningGPSGlobal Positioning SystemGPWSGround Proximity Warning SystemGWOTGlobal War on TerrorismGRCGrid Reference GraphicsHAIPEHigh Assurance IP-Based EncryptionHAIPE-IS High Assurance IP-Based Encryption –Interoperability SpecificationHARMHigh-speed Anti Radiation MissileHAVEQUICK UHF Encrypted WaveformHDRATHigh Data Rate Aviation TerminalHFHigh FrequencyHF-ALEHigh Frequency – Automatic LinkEstablishmentHFIHostile Fire IndicationHIPEHighly Integrated Photonics ElectronicsHMDSHelmet Mounted Display SystemHOLHigh Order LanguageHQ-IIHaveQuick IIHUMSHealth & Usage Monitoring SystemHUDHeads-Up DisplayIAInformation AssuranceIAPInstrument Approach ProceduresIBSIntegrated Broadcast ServiceICAOInternational Civil Aviation OrganizationICDInitial Capability DocumentsICNIAIntegrated Communications Navigationand AvionicsICSInterior Communications SystemIDIdentificationIDECMIntegrated Defensive ElectronicCountermeasuresIEEEInstitute of Electrical and ElectronicsEngineersIETFInternational Engineering Task ForceIFIntermediate FrequencyIFRInstrument Flight RulesILSInstrument Landing SystemIMCInstrumented Metrological ConditionsIMDIntegrated Mechanical DiagnosticIMD HUMS Integrated Mechanical Diagnostic andHealth and Usage Monitoring SystemIMPLCIntegrated Multiple Launch ControllerINSInertial Navigation SystemIOCInitial Operational CapabilityIOT&EInitial Operational Test and EvaluationIPInternet ProtocolIPSECInternet Protocol SecurityIPv6 Internet Protocol Version 6IPLIntegrated Priority ListIRInfraredIRCMInfrared Counter-MeasuresISRIntelligence Surveillance &ReconnaissanceIT/NSSInformation Technology/NationalSecurity SystemIWIntegrated WaveformJAN-TEJoint Airborne Network – Tactical EdgeJATASJoint and Allied Threat AwarenessSystemJBFSAJoint Blue Force Situational AwarenessJBC-PJoint Battle Command - PlatformJCAJoint Capability AreaJCDJoint Capability DocumentJCTDJoint Capabilities TechnologyDemonstrationJCIDSJoint Capability Integration andDevelopment SystemJDAMJoint Direct Attack MunitionsJASPOJoint Aircraft Survivability ProgramOfficeJEATJoint Electronic Advance TechnologyJFCOMJoint Forces CommandB-1 Acronyms 2

Core Avionics Master Plan 2012 Appendix B-1JFOJoint Fires ObserverJHMCSJoint Helmet Mounted Cueing SystemJMPSJoint Mission Planning SystemJMPS-E Joint Mission Planning System –ExpeditionaryJMPS-MJoint Mission Planning System MaritimeJPALSJoint Precision Approach and LandingSystemJPEOJoint Program Executive OfficeJREJoint Range ExtensionJREAP-C Joint Range Extension ApplicationsProtocol (C)JROCJoint Requirements Oversight CouncilJROCMJoint Requirements Oversight CouncilMemorandumJSFJoint Strike FighterJSOWJoint Stand-off WeaponJTAJoint Technical ArchitectureJTACJoint Tactical Air ControllerJTIDSJoint Tactical Information DistributionSystemJTRSJoint Tactical Radio SystemJTT-IBSJoint Tactical Terminal – IntegratedBroadcast SystemJUONJoint Urgent Operational NeedJVMFJoint Variable Message FormatKPPKey Performance ParameterKSAKey Systems AttributesLAASLocal Area Augmentation SystemsLADARLaser RadarLAIRCMLarge Aircraft Infrared Counter-Measures (Air Force)LECPLogistics Engineering Change proposalLEDLight Emitting DiodeLEFISLink Encryption Family InteroperabilitySpecificationLOSLine of SightLOLow ObservableLPDLow Probability of DetectionLPILow Probability of InterceptLPIALow Probability of Intercept AltimeterLPVLocalizer Performance with VerticalGuidanceLSILead Systems IntegratorM5L2-BMode 5 Level 2 – BroadcastMADLMulti-Function Advanced Data-linkMAGRMiniaturized Airborne GPS ReceiverMANETMobile ad hoc NetworkingMANPADS Man-Portable Air Defense SystemMarine AvPlan Marine Aviation PlanMATTMulti-mission Advanced TacticalTerminalMAWSMissile Approach Warning SystemMCMission ComputerMCASMidair Collision Avoidance SystemM-CodeGPS WaveformMCPMilitary Capability PackageMDAMilestone Decision AuthorityMDFMission Data FileMDPSMaintenance Data Processing StationMELPMixed Excitation Linear PredictionMEMSMicro Electro-Mechanical SystemMFDMulti-Function DisplayMFSMaritime/Fixed StationMFTDMulti-Function Threat DetectorMFOQAMilitary Flight Operations QualityAssuranceMGCASManual Ground Collision AvoidanceSystemMGUEMilitary GPS User EquipmentMIDSMulti-functional Information DistributionSystemMIDS-LVT MIDS Low Volume TerminalMIDS-JTRS MIDS Joint Tactical Radio SystemMILSMultiple Independent Level SecurityMILSTAR Military Strategic & Tactical RelayMIPSMishap Investigation ParameterStandardsMIPv6 Mobile Internet Protocol Version 6MJUMobile Jettison UnitMLSMulti-level SecurityMLVSMemory Loader-Verifier SetMOSAModular Open Systems ArchitectureMPMMicrowave Power ModuleMSMAMission Systems Management ActivityMUOSMulti-User Objective SystemNACRANaval Aviation Center for RotorcraftAdvancementNAENaval Aviation EnterpriseNARGNaval Aviation Requirements GroupNASNational Air SpaceNASANational Air & Space AdministrationNATONorth Atlantic Treaty OrganizationNAVAIRNaval Aviation Systems CommandNAVICPNaval Aviation Inventory Control PointNAVFIGNaval Flight Information GroupNAVPlan Naval Aviation PlanNAVRIIP Naval Aviation Readiness IntegratedImprovement ProgramNAVWAR Navigation WarfareNCCTNetwork Centric Collaborative TargetingNCESNetwork Centric Enterprise ServicesNCONetwork Centric OperationsNCTAMS Naval Computer & TelecommunicationsArea Master StationNCTSNaval Computer & TelecommunicationsStationNCWNetwork-Centric WarfareNDBNon-Directional BeaconNDINon-Developmental ItemNGANational Geospatial-Intelligence Agency(formerly National Imagery and MappingAgency (NIMA)NOCNetwork Operations CenterN-PFPSNavy-Portable Flight Planning SoftwareNRENon-returnable EngineeringNSANational Security AgencyNWCFNavy Working Capital FundsOAGOperational Advisory GroupOBJOn Board JammerOBLOptical Break LockOFPOperational Flight ProgramONROffice of Naval ResearchOPEVAL Operational EvaluationORMOperational Risk ManagementOSAOpen Systems ArchitectureOSDOffice of the Secretary of DefenseOTAROver-the-Air RekeyOTATOver-the-Air TransferOTAZOver-the-Air ZeroizationPARPrecision Approach RadarPBAPerformance Based AcquisitionPBLPerformance Based LogisticsPCDPanoramic Cockpit DisplayPCMCIAPersonal Computer Memory CardInternational AssociationPDFPaper Digital FormatPDRPreliminary Design ReviewPDRAPreliminary Design Review AssessmentPEOProgram Executive OfficePEO(A)Program Executive Office (Air ASW,Assault & Special Missions ProgramsPFPSPortable Flight Planning SystemPILSProtected Instrument Landing SystemB-1 Acronyms 3

Core Avionics Master Plan 2012 Appendix B-1PGMPrecision Guided MunitionsSRGPSShipboard Relative Global PositioningPHMPrognostic Health ManagementSystemPLIPosition Location InformationSRWSoldier Radio WaveformPMProgram ManagerSSGSenior Steering GroupPMDSSPortfolio Management DecisionSTANAG Standardization AgreementSupport SystemSTARSStandard Terminal ArrivalsPMMWPassive Milli-Meter WaveSTD-CDL Standard Common Data LinkPoPSProbability of Program SuccessSTOMShip to Objective ManeuverPOMProgram Objective MemorandumSWaPSize Weight and PowerPPBEPlanning Programming Budgeting andTACAIRTactical AircraftExecutionTACANTactical Communications Aid toPPLIPrecise Participant Location andNavigationIdentificationTADIRCM Tactical Aircraft Directed InfraredPPSPrecise Positioning ServiceCountermeasuresPRRProgram Requirements ReviewsTADIL-JTactical Digital Information Link – JointPSKPhase Shift KeyingTADL-JTactical Digital Information Link – JointQ&AQuestion and AnswerTAMMAC Tactical Aircraft Moving Map CapabilityRAHRSReplacement Altitude HeadingReference SystemTAMPSTactical Automated Mission PlanningSystemRAIMRandom Autonomous IntegrityTAWSTerrain Awareness Warning SystemMonitoringTCASTraffic Alert and Collision AvoidanceRCSRadar Cross-SectionSystemRDT&EResearch Development Test andEvaluationTCP/IPTransmission Control Protocol/InternetProtocolRFRadio FrequencyTDDSTRAP Data Dissemination SystemRINU-G Replacement Inertial Navigation Unit –TDMATime Division Multiple AccessGPSTFRTemporary Flight RestrictionRIPReliability Improvement ProgramTIBSTactical Information Broadcast SystemRLGRing Laser GyroTIS-BTraffic Information Service – BroadcastRNAVArea NavigationTMATerminal Maneuvering AreaRNCRadio Network ControllersTMSType Model Series (also T/M/S)RNPRequired Navigation PerformanceTPLTYCOM Priority ListROIReturn on InvestmentTPPTYCOM Priority PanelRORIReel Out Reel InTRETactical Receive EquipmentROVERRemotely Operated Video EnhancedTRANSEC Transmission SecurityReceiverTRAPTactical Receive Equipment andRPGRocket Propelled GrenadeRelated ApplicationsRSDSRadar Signal Detection SystemTRIXSTactical Reconnaissance InformationRTOSReal Time Operating SystemExchange SystemR/TReceiver/TransmitterTTNTTactical Targeting Network TechnologyRVSMReduced Vertical Separation Minimums TYCOMType CommanderRWRRadar Warning ReceiverUATUniversal Access TransceiverRWSRadar Warning SystemUCAS-NUnmanned Combat Air Systems - NavySCASoftware Communications ArchitectureUCLASS Unmanned Carrier Launched AirborneSCISensitive Compartmented InformationSurveillance and StikeSAASMSelective Availability Anti-Spoof Module UEUser EquipmentSAFFSmall Airborne Form FactorUFOUHF Follow-onSAMSurface to Air MissileUHFUltra High FrequencySATCOM Satellite CommunicationsUNCLAS UnclassifiedSATURN Secure Anti-Jam, Tactical, UHF, RadioUNSUniversal Needs Statementfor NATOUSBUniversal Serial BusSBASSpace Based Augmentation SystemUSB-ENTR Universal Serial Bus – EmbeddedSBBSwiftBroadBandNational Tactical ReceiverSBIRSmall business Innovative ResearchUUNSUrgent Universal Needs StatementSCASoftware Compliant ArchitectureVACMVINSON and ANDVT CryptographicSCISensitive Compartmented InformationModernizationSDRSoftware Defined RadioVECPValue Engineering Change ProposalSECNAV Secretary of the NavyVFRVisual Flight RulesSHARPShared Airborne Reconnaissance PodVHFVery High FrequencySHCNSatellite High Command NetworkVMCVisual Meteorological ConditionsSIAPSingle Integrated Air PictureVMFVariable Message FormatSIDSStandard Instrument DeparturesVNAVVertical NavigationSINCGARS Single Channel Ground/Airborne RadioVoIPVoice Over Internet ProtocolSystemVORVHF Omni-Directional ReceiverSLAMStand-off Land Attack MissileWAASWide Area Augmentation SystemSLAM-ER Stand-off Land Attack Missile –WANWireless Airborne NetworkExtended RangeWCDMAWideband Code Division MultipleSPOTStrike Planning Optimization ToolAccessSPPSponsor’s Program ProposalWEDWindtalker Encryption DeviceSPSStandard Position signalWGSWideband Global SATCOMSOAService Oriented ArchitectureWNWWideband Network WaveformXDRExtended Data RateB-1 Acronyms 4

Core Avionics Master Plan 2012 Appendix B-2Points of ContactAvionics Requirements and Resourcing Managers:COMNAVAIRFOR 757-445-7590OPNAV N9815 703-692-8308Flight Safety 703-693-6158HQMC APW71 703-693-8390/8552Commodity Program Offices and Services Agents:PMA209 Air Combat Electronics 301-757-6464PMA213 ATM (JPALS) & Combat ID 301-737-2115PMA272 Electronic Warfare 301-757-7906PMA281 Strike Planning & Execution 301-757-8011/6152PMW/A170 GPS 301-995-4683Obsolescence Mgt Supt Branch (Keyport) 360-315-7503/3428Capability Element Managers:Capability Element Office Phone NumberAirborne Collision Avoidance PMA209 301-863-2204Aviation Capability Integration Sys Team PMA209 301-757-6736Attitude and Altitude PMA209 301-757-0906CFIT Avoidance PMA209 301-757-6466CNS/ATM PMA209 301-757-6457Communications Security PMA209 301-757-1792Cooperative Combat ID PMA213 301-737-2121Crash Survivable Recording PMA209 301-757-2626Datalinks & Networking PMA209 301-342-3689Data Storage PMA209 301-757-6145Data Transfer & Distribution PMA209 301-757-9441Voice Communications PMA209 301-757-2820FACE Consortium PMA209 301-995-4971Flying Operations Quality Assurance PMA209 301-757-6706GPS Navigation PMW/A170 301-995-4683Information Displays PMA209 301-757-6468Information Processing (FACE) PMA209 301-995-4971Interior Communications PMA209 301-757-6726Joint Tactical Networking PMW209 301-342-3689Mission Planning PMA281 301-757-8011/6152Mission Processing PMA209 301-757-9441Moving Map PMA209 301-757-6771Precision Recovery (JPALS) PMA213 301-737-2117Self Protection PMA272 301-757-7906B-2 Points of Contact 1

Core Avionics Master Plan 2012(Intentionally blank)